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SECTION 4 CESSNA NORMAL PROCEDURES MODEL 208B G1000 CRUISE (Continued) U.S. 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 14 CFR 91.211. • Smoking is prohibited when using oxygen. Oil, grease, soap, lipstick, lip balm, and other fatty materials constitute a serious fire hazard when in contact with oxygen. Be sure hands and clothing are oil-free before handling oxygen equipment. STALLS 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. 4-50 NOTE Practice of stalls should be done conservatively and with sufficient altitude for a safe recovery. FAA APPROVED 208BPHBUS-00
CESSNA SECTION 4 MODEL 208B G1000 NORMAL PROCEDURES LANDING NORMAL LANDING Normal landing approaches can be made with power-on or idle power with any flap setting desired and the PROP RPM Lever set at 1900. Use of FULL flaps 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. 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 PROP RPM 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. Immediately after 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. (Continued Next Page) FAA APPROVED 208BPHBUS-00 U.S. 4-51
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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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