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SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 ENGINE GEAR REDUCTION SYSTEM The reduction gear and propeller shaft, located in the front of the engine, are housed in two magnesium alloy castings which are bolted together at the exhaust outlet. The gearbox contains a two-stage planetary gear train, three accessory drives, and propeller shaft. The first-stage reduction gear is contained in the rear case, while the second-stage reduction gear, accessory drives, and propeller shaft are contained in the front case. Torque from the power turbine is transmitted to the first-stage reduction gear, from there to the secondstage reduction gear, and then to the propeller shaft. The reduction ratio is from a maximum power turbine speed of 33,000 RPM down to a propeller speed of 1900 RPM. The accessories, located on the front case of the reduction gearbox, are driven by a bevel gear mounted at the rear of the propeller shaft thrust bearing assembly. Drive shafts from the bevel drive gear transmit rotational power to the three pads which are located at the 12, 3 and 9 o'clock positions. Propeller thrust loads are absorbed by a flanged ball bearing assembly located on the front face of the reduction gearbox center bore. The bevel drive gear adjusting spacer, thrust bearing, and seal runner are stacked and secured to the propeller shaft by a keywasher and spanner nut. A thrust bearing cover assembly is secured by bolts at the front flange of the reduction gearbox front case. CHIP DETECTORS Two chip detectors are installed on the engine, one on the underside of the reduction gearbox case and one on the underside of the accessory gearbox case. The chip detectors trigger an Amber CHIP DETECT CAS MSG on the instrument panel. The CAS message will illuminate when metal chips are present in one or both of the chip detectors. Illumination of the Amber CHIP DETECT CAS MSG necessitates the need for inspection of the engine for abnormal wear. OIL BREATHER DRAIN CAN Model 208 airplanes have an oil breather drain can mounted on the right lower engine mount truss. This can collects any engine oil discharge coming from the accessory pads for the alternator drive pulley, starter/generator, air conditioner compressor (if installed), and the propeller shaft seal. This can should be drained after every flight. A drain valve on the bottom right side of the engine cowling enables the pilot to drain the contents of the oil breather drain can into a suitable container. The allowable quantity of oil discharge per hour of engine operation is 14 cc for airplanes with air conditioning and 11 cc for airplanes without air conditioning. If the quantity of oil drained from the can is greater than specified, the source of the leakage should be identified and corrected prior to further flight. 7-60 U.S. 208BPHBUS-00
CESSNA SECTION 7 MODEL 208B G1000 AIRPLANE AND SYSTEMS DESCRIPTION PROPELLER The airplane is equipped with a McCauley aluminum material, threebladed propeller. The propeller is constant-speed, full-feathering, reversible, single-acting, governor-regulated propeller. A setting introduced into the governor with the PROP RPM Lever establishes the propeller speed. The propeller utilizes oil pressure which opposes the force of springs and counter-weights to obtain correct pitch for the engine load. Oil pressure from the propeller governor drives the blades toward low pitch (increases RPM) while the springs and counterweights drive the blades toward high pitch (decreasing RPM). The source of oil pressure for propeller operation is furnished by the engine oil system, boosted in pressure by the governor gear pump, and supplied to the propeller hub through the propeller flange. To feather the propeller blades, the PROP RPM Lever on the control pedestal is placed in the FEATHER position; counterweights and spring tension will continue to twist the propeller blades through high pitch and into the streamlined or feathered position. Unfeathering the propeller is accomplished by positioning the PROP RPM Lever forward of the feather gate. The unfeathering system uses engine oil pressure to force the propeller out of feather. Reversed propeller pitch is available for decreasing ground roll during landing. To accomplish reverse pitch, the power lever is retarded beyond IDLE and well into the BETA range. Maximum reverse power is accomplished by retarding the power lever to the MAX REVERSE position which increases power output from the gas generator and positions the propeller blades at full reverse pitch. An externally grooved feedback ring is provided with the propeller. Motion of the feedback ring is proportional to propeller blade angle, and is picked up by a carbon block running in the feedback ring. The relationship between the axial position of the feedback ring and the propeller blade angle is used to maintain control of blade angle from idle to full reverse. CAUTION The propeller reversing linkage can be damaged if the power lever is moved aft of the idle position when the propeller is feathered. 208BPHBUS-00 U.S. 7-61
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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 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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SECTION 7 CESSNA AIRPLANE AND SYSTE
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CESSNA SECTION 8 MODEL 208B G1000 H
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