Cessna Caravan 1 Pilot Training Manual - Biobor Fuel Additives

2.- Wing span dimension includes strobe lights. 3. Maximum height is shown with nose gear depressed as far as possible. 4. Wheel base length is 11 FT 7½ IN. 37 FT 7 IN. 20 FT 6 IN. 5. Wing area is 279.4 square feet. 6. Minimum turning radius (* pivot point to outboard wingtip strobe light) is 31 FT 10½ IN. * * PIVOT POINT PIVOT POINT 52 FT 1 IN. 100 IN. 7. Propeller ground clearance with standard tires: • Nose tire inflated and nose gear extended 42 IN.-1434 IN. • Nose tire deflated and nose strut fully compressed-6% IN. 11 FT 8 IN. Figure 1-2, Exterior Dimensions-208 and 208A NOVEMBER 1989 FOR TRAINING PURPOSES ONLY FlightSafety international 14 FT 10 IN. MAX 1-3 NOTES: 1. Dimensions shown are based on standard empty weight and proper inflation of nose and main gear tires. 2. Wing span dimension includes strobe lights. 3. Maximum height is shown with nose gear depressed as far as possible. 4. Wheel base length is 13 FT 312 IN. 1-4 5. Wing area is 279.4 square feet. 6. Minimum turning radius (* pivot point to outboard wingtip strobe light) is 32 FT 8% IN. ป 41 FT 7 IN. 20 FT 6 IN. * * PIVOT POINT PIVOT POINT 52 FT 1 IN. 100 IN. 7. Propeller ground clearance: • Nose tire inflated and nose gear extended-18% IN. * Nose tire deflated and nose strut fully compressed-5% IN. 11 FT 8 IN. Figure 1-3. Exterior Dimensions-208B FlightSafety international 14 FT 10 IN. MAX FOR TRAINING PURPOSES ONLY NOVEMBER 1989 NOVEMBER 1989 63 FT 9 IN. (WITH STROBE LIGHTS) 3 FT 102 IN. (WITH STROBE LIGHTS) 12 FT 11.6 IN. 11 FT 8 IN. -то FlightSafety international NOTE: MINIMUM TURNING RADIUS WITH BRAKE LOCKED, FULL RUDDER AND POWER Figure 1-4. Minimum Turning Radius-208 and 208A FOR TRAINING PURPOSES ONLY 1-5 1-6 LEGSNA 65 FT 4 IN. (WITH STROBE LIGHTS) 32 FT 8% IN. (WITH STROBE LIGHTS) 14 FT 10 IN. 13 FT 3 IN. FlightSafety international NOTE: MINIMUM TURNING RADIUS WITH IN- BOARD WHEEL BRAKE LOCKED, FULL RUDDER AND POWER Figure 1-5. Minimum Turning Radius-208B FOR TRAINING PURPOSES ONLY NOVEMBER 1999 FlightSafety international AIRPLANE SYSTEMS GENERAL The following is a brief overview of the airplane systems installed in the Cessna Caravan I. De- tailed descriptions of these systems are contained within the individual chapters of this training manual. ELECTRICAL SYSTEM The airplane is equipped with a 28-VDC elec- trical system. The system uses a 24-volt, 40-ampere-hour nicad battery or a 24-volt, 45-ampere-hour lead-acid battery as a source of electrical energy and a 200-amp, engine-driven starter-generator to maintain the battery's state of charge. Power is supplied to most general elec- trical and all avionics circuits through two general buses, two avionics buses, and a battery bus. A standby electrical system, which consists of an engine-driven alternator and separate busing system, is also installed in the airplane. LIGHTING Exterior lighting consists of three navigation lights, two landing lights, two taxi/recognition lights, two strobe lights, a flashing beacon, and two underwing courtesy lights. All exterior lights are controlled by toggle switches located on the lighting control panel on the left side of the in- strument panel. Instrument and control panel lighting is provided by integral flood and post lights. Four concen- tric dual lighting control knobs are grouped together on the lower part of the instrument panel to the left of the control pedestal. WARNINGS AND ANNUNCIATORS The annunciator panel is located at the top edge of the instrument panel directly in front of the pilot. The panel contains separate indicator lamps which illuminate green. amber, or red when a specific condition occurs in the asso- ciated airplane system. A green-colored lamp is illuminated to indicate a normal or safe condi- tion in the system. An illuminated amber lamp indicates that a cautionary condition exists which may or may not require immediate corrective saction. When a hazardous condition exists re- quiring immediate corrective action, a red lamp illuminates.. FUEL SYSTEM The airplane fuel system consists of two vented, integral fuel tanks with shutoff valves, a fuel- selectors-off warning system, a fuel reservoir, an ejector fuel pump, an electric auxiliary boost pump, a reservoir manifold assembly, a firewall shutoff valve, a fuel filter, an oil-to-fuel heater, an engine-driven fuel pump, a fuel control unit, a flow divider, dual manifolds, and 14 fuel noz- zle assemblies. A fuel can and drain are also provided. Fuel flows from the tanks through the two fuel tank shutoff valves at each tank. The fuel tank shutoff valves are mechanically controlled by two fuel selectors located on the overhead panel. By manipulating the fuel selectors, the pilot can select either left or right fuel tanks or both at the same time. Normal operation is with both tanks on. POWERPLANT The airplane is powered by a Pratt and Whit- ney of Canada, Ltd. PT6A-114 free-turbine, two-shaft engine flat-rated at 600 shaft horse- power. The engine drives a constant-speed, full- feathering, reversible. hydraulically actuated. composite, three-bladed propeller manufactured by Hartzell Propeller Products. ICE AND RAIN PROTECTION An optional equipment package is available which allows penetration of icing conditions as defined by the FAA. The package includes pneu- matic deicing boots on the wings, wing struts, and horizontal and vertical stabilizer leading edges, electrically heated propeller blade anti- ice boots, a detachable electric windshield anti- NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 1-7 SNA FlightSafety International ice panel, pitot-static heat systems, and a standby electrical system. The wing, strut, and stabilizer deice system includes an ice detector light and a deice pressure annunciator. This package is designed to provide adequate in-flight protection during normally encountered icing conditions produced by moisture-laden clouds. It will not necessarily provide total protection under abnor- mally severe conditions such as those which exist in areas of heavy cloud moisture content. LANDING GEAR AND BRAKES The tricycle landing gear has a steerable nose- wheel and two main wheels. Shock absorption is provided by the tubular spring-steel main land- ing gear struts, an interconnecting spring-steel tube between the two main landing gear struts, and the nose gear oil-filled shock strut and spring-steel drag link. Each main gear wheel is equipped with a hydraulically actuated single- disc brake on the inboard side of each wheel. FLIGHT CONTROLS The airplane's flight control system consists of conventional aileron, elevator, and rudder con- trol surfaces and a pair of spoilers mounted above the outboard ends of the flaps. The con- trol surfaces are manually operated through me- chanical linkage, using a control wheel for the ailerons, spoilers, and elevator and rudder-brake pedals for the rudder. The wing spoilers improve lateral control of the airplane at low speeds by disrupting lift over the appropriate flap. Manually operated aileron, elevator, and rud- der trim systems are provided. Aileron trimming is achieved by a trimmable servo tab attached to the right aileron. Elevator trimming is accom- plished through two elevator trim tabs controlled by a vertically mounted trim control wheel on the top left side of the control pedestal. Rudder trimming is accomplished through the nosewheel steering bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal. OXYGEN SYSTEM An oxygen system is available to provide sup- plementary oxygen necessary for continuous flight at high altitude. On the standard 208 it is a ten-port system with a 116.95-cubic-foot ca- pacity. On the 208A and 208B it is a two-port system with a 50.67-cubic-foot capacity. The oxygen cylinder is located in the tail cone and is equipped with a pressure regulator which re- duces the cylinder pressure to an operating pres- sure of 70 psi. Cylinder pressure is indicated by a pressure gage located on the overhead console. The regulator is equipped with a shutoff valve which is controlled by a remote shutoff valve control lever located in the overhead console. LIMITATIONS AND SPECIFICATIONS ENGINE Number of engines.. One Engine manufacturer..... Pratt and Whitney of Canada, Ltd. Engine model number Engine type: .PT6A-114 Free turbine, two-shaft engine utilizing a com- pressor section having three axial stages and one centrifugal stage, an annular reverse-flow combustion chamber, a one-stage compressor turbine, a one-stage power turbine, and a sin- gle exhaust. The power turbine drives the pro- peller through a two-stage planetary gearbox at the front of the engine. Horsepower Engine control operating limits Flat-rated at 600 shaft horsepower Flight operation with the power lever retarded below the IDLE position is prohibited. 1-8 FOR TRAINING PURPOSES ONLY NOVEMBER 1989 FlightSafety international Engine starting cycle limits: Using the airplane battery, the starting cy- cle shall be limited to the following inter- vals and sequence: 30 seconds on, 60 seconds off 30 seconds on, 60 seconds off 30 seconds on, 30 minutes off Repeat the above cycle as required. Using external power, the starting cycle shall be limited to the following intervals and sequence: 20 seconds on, 120 seconds off 20 seconds on, 120 seconds off 20 seconds on. 60 minutes off. Repeat the above cycle as required. Table 1-1. ENGINE OPERATING LIMITS GAS OIL POWER SETTING TORQUE (FT - LB) MAXIMUM ITT RPM (% Ng) GENERATOR PROPELLER PRESSURE RPM (PSI) (1) (° C) (2) OIL TEMP (° C) (7) SHAFT HORSEPOWER Takeoff and 1658 805 101.6 1900 85 to 105 10 to 99 600 Maximum Continuous 1658 Maximum Climb 1970 (4) 765 101.6 1900 85 to 105 0 to 99 600 1658 Maximum Cruise 1970 (4) 740 101.6 1900 85 to 105 0 to 99 600 idle 685 52 (Minimum) 40 (Minimum) - 40 to 99 Maximum Reverse 1658 805 101.6 1825 85 to 105 0 to 99 600 (5) 2200 850 102.6 Transient 2090 (6) (6) (6) Starting 1090 (6) 0 to 99 - 40 (Minimum) (1) Maximum permissible sustained torque is 1970 ft-lb. Propeller rpm must be set so as not to exceed power limitations. (2) For every 10° C (18° F) below -30° C (-22° F) ambient temperature, reduce maximum allowable No by 2.2%. (3) Normal oil pressure is 85 to 105 psi at gas generator speeds above 72% with oil temperature between 60° and 70° C (140° and 185° F). Oil pressures below 85 psi are undesirable and should be tolerated only for the completion of the flight, preferably at a reduced power setting. Oil pressures below normal should be reported as an engine discrepancy and should be corrected before the next takeoff. Oil pressures below 40 psi are unsafe and require that either the en- gine be shut down or a landing be made as soon as possible using the minimum power required to sustain flight. (4) If maximum torque is used, propeller rpm must be set so as not to exceed power limitations. (5) Reverse power operation is time-limited to one minute. (6) These values are time-limited to two seconds. (7) For increased oil service life, an oil temperature between 74 and 80° C (165 and 176° F) is recommended. A minimum oil temperature of 55° C (130° F) is recommended for fuel heater operation at takeoff power. NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 1-9