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SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 ENGINE IGNITION PROCEDURES For most operations, the IGNITION Switch is left in the NORM position. With the switch in this position, ignition is on only when the starter switch is in the START position. NOTE The use of ignition for extended periods of time will reduce ignition system component life. 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, AIRSTART). 2. Operation on wet or contaminated runways. 3. Flight in heavy precipitation. 4. Flight in moderate or greater turbulence. 5. During inadvertent icing encounters prior to the INERTIAL SEPARATOR being selected to BYPASS. 6. When near fuel exhaustion as indicated by Red RSVR FUEL LOW CAS MSG. Refer to Section 7, Engine 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 5°C (41°F) or less. The BYPASS mode can also be used for ground operations or takeoffs with dusty, sandy field conditions to minimize ingestion of foreign particles into the compressor. Refer to charts in Section 5 for performance changes associated with the INERTIAL SEPARATOR in the BYPASS mode. The NORMAL mode is used for all other operating conditions, since it provides substantial inlet ram recovery. This results in more efficient engine operation and higher critical altitude for a particular power setting. Do not return the INERTIAL SEPARATOR to NORMAL until after engine shutdown and inspection if icing conditions are encountered. Refer to Section 7, Engine Air Induction System for further details regarding the INERTIAL SEPARATOR. 4-40 U.S. FAA APPROVED 208BPHBUS-00
CESSNA SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES TAXIING POWER Lever BETA range can be used during taxi to control taxi speed and 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 wear. POWER Lever movement further aft of the BETA range will result in increased engine power and reverse thrust from the propeller blades. CAUTION • The use of reverse thrust should be minimized, especially on unprepared surfaces, to minimize propeller blade erosion and possible damage. • Do not leave the POWER Lever in the BETA range for extended periods (greater than 30 seconds) when parked with a right crosswind to avoid damage to the cargo pod. NOTE During low-speed taxi with a strong tailwind, or when stopped with a strong tailwind, a moderate vibration can 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 the Taxiing Diagram figure for additional taxiing instructions. FAA APPROVED 208BPHBUS-00 U.S. 4-41
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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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SECTION 3 CESSNA EMERGENCY PROCEDUR
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SECTION 3 CESSNA ABNORMAL PROCEDURE
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CESSNA SECTION 3 MODEL 208B G1000 A
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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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SECTION 7 CESSNA AIRPLANE AND SYSTE
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CESSNA SECTION 8 MODEL 208B G1000 H
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