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SECTION 7 CESSNA AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B G1000 BRAKE SYSTEM The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot's) or right (copilot's) set of rudder pedals, which are interconnected. When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a handle below to the right of the pilot’s control wheel. To apply the parking brake, set the brakes with the rudder pedals and pull the handle aft. To release the parking brake, push the handle fully in. A brake fluid reservoir, located just forward of the firewall on the left side of the engine compartment, provides additional brake fluid for the brake master cylinders. The fluid in the reservoir should be checked for proper level prior to each flight. For maximum brake life, keep the brake system properly maintained. Airplanes are equipped with metallic type brakes, and require a special brake burn-in before delivery (or after brake replacement). When conditions permit, hard brake application is beneficial in that the resulting higher brake temperatures tend to maintain proper brake glazing and will prolong the expected brake life. Conversely, the habitual use of light and conservative brake application is detrimental to metallic brakes. Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake. 7-70 U.S. 208BPHBUS-00
CESSNA SECTION 7 MODEL 208B G1000 AIRPLANE AND SYSTEMS DESCRIPTION ELECTRICAL SYSTEM The airplane is equipped with a 28-volt, direct-current electrical system (see Typical Electrical System figure). The system uses a 24-volt sealed lead acid battery; located on the front right side of the firewall, as a source of electrical energy. A 200-amp engine-driven startergenerator is used to maintain the battery's state of charge. Power is supplied to most general electrical and all avionics circuits through two general buses, two avionics buses, and a hot battery bus. The battery bus is energized continuously for cabin/courtesy lights and functions requiring power when the two general busses are off. The two general buses are on anytime the battery switch is turned on. All DC buses are on anytime the battery switch and the two avionics switches are turned on. STANDBY ELECTRICAL SYSTEM The standby electrical system serves as a power source in the event the main generator system malfunctions in flight. The system includes an alternator operated at a 75-amp capacity rating. The alternator is belt-driven from an accessory pad on the rear of the engine. The system also includes an alternator control unit located forward of the circuit breaker panel, a standby alternator contactor assembly on the left front side of the firewall and two switches on the left sidewall switch panel, labeled STBY ALT POWER and AVIONICS STBY PWR. Circuit protection and isolation is provided by two circuit breakers, labeled STBY PWR, on the left sidewall circuit breaker panel. Field excitation to the alternator control unit is supplied through diode logic from a circuit breaker in the standby alternator relay assembly or from the HOURMETER/ACU circuit breaker in the main power relay box. Standby Electrical system monitoring is provided by CAS messages; White STBY PWR ON CAS MSG and Amber STBY PWR INOP CAS MSG. Total amperage supplied from the standby electrical system can be monitored on the EIS SYSTEMS DISPLAY. Additionally, an ALTNR AMPS CAS message is provided if the standby alternator amperage draw exceeds normal operating ranges. 208BPHBUS-00 U.S. 7-71
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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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