Aircraft Operation Manual

Cessna 208A

© Holger Ludwig Seite 1 von 11

Aircraft Operation Manual Cessna 208A
www.eucomairlines.de
Number of Airplanes : 1

Registration : D-FOLE Version : 675A Built: 1995 Configuration : Combi

History

Version : Caravan 675 A

Date of first flight : August 11, 1995
First Aircraft for EuCom Airlines : November 13,1999

Technical Specifications

Performance
Certified Ceiling 25,000 feet / 7,620 m
Cruise Speed (10,000 ft) 186 kts / 344 km
Range (10,000 ft)
932 NM / 1,726 km
Includes takeoff, climb, cruise, descent and
45-min.reserve at max.cruise power

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Aircraft Operation Manual Cessna 208A
www.eucomairlines.de
Rate of Climb 1234 feet / 376 m
Stall Speed (Ldg) 61 kts / 113 km
Takeoff Roll ISA 1160 feet / 354 m
Landing S.L.Ground Roll 1655 feet / 504 m

Weights
Maximum Useful Load 4,062 lbs /1,842 kg
Maximum Weights
8,035 lbs / 3,645 kg
Ramp
8,000 lbs / 3,629 kg
Takeoff
7,000 lbs / 3,538 kg
Landing
Power Loading 11,9 lbs / Hp
Standard Empty Weight 3,973 lbs /1,802 kg
Wing Loading 28,6 Lbs / sq ft

Dimensions
Cabin (Aft of Pilot Area)
Length 12,7 feet / 3,7 m
Height 4,3 Feet / 1,30 m
Width 5,2 feet / 1,6 m
Volume cu 254 feet / 7.2 cu m
Optional Cargo Pod (External)
Weight Limits 1,090 lbs / 494.4 kg
Volume 111.5 cu feet / 3.2 cu m
Overall Dimensions
Length 37,6 feet / 11,50 m
Span 52.1 feet / 15,1 m
Height 14.8 feet / 4.5 m

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Aircraft Operation Manual Cessna 208A
www.eucomairlines.de
 Engine
Manufacturer Pratt & Whitney
Model PT6A-114A
Fuel Capacity 335 gal / 2,248 lbs
3-Bladed, ConstantSpeed, Full Feathering,
Propeller
Reversible
SHP 675

The small PT6 is a lightweight turboprop reverse-flow engine providing a power range from
580 to 920 shaft horsepower (ESHP).
It is the most popular gas turbine engine in its class. Since production started in 1964, more
than 60 versions of the PT6 engine have been certified.
The engine is installed in many different aircraft models used for corporate,
regional/commuter, utility and agricultural applications.

The PT6 also powers most turboprop trainers in operation or in development in the Western
World. In these applications, the engine features a special oil system for inverted flight.
The ST6 version is used for industrial, commercial and marine applications. These include
Auxiliary Power Units (APU), pumping stations for gas and oil pipelines, marine propulsion
systems for ships, and air cushion vehicles, electrical generators and for co-generation.

Operation

The air enters the engine through the inlet screen; it is then compressed by a multi-stage
compressor and fed to the combustion chamber where it is mixed with fuel and ignited. The
hot gas expands through two turbine stages; the first drives the compressor and the
accessories; the second, mechanically independent from the first, drives the propeller shaft by
means of a reduction gearbox. Finally, the hot gas is discharged through the exhaust ducts.

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Aircraft Operation Manual Cessna 208A
www.eucomairlines.de
 Avionics

KMA-24H Audio Control Console

2 KX-165 Nav/Comms
RDR 2000 4-Color, stabilized WX Radar With Vertical Profile
KFC 150 Flight Director/Autopilot
KLN 89B IFR-Certified GPS
2 KR 87 Digital ADFs
KT 70 Mode "S" Transponder
KN 63 DME
KR 21 Marker Beacon Rec eiver
KHF-950 High-Frequency Tranceiver

Normal Procedures

Engine Start:
The use of a GPU (Ground Power Unit) or APU is strongly recommended. When not
available, a normal battery start should be employed. Before starting the engine, electrical
loads should be kept to a minimum and the generator switched on line as soon as the start
cycle is completed.

Turn the engine start select switch to "IGNITION/START". As gas generator speed (Ng)
rises to 14-20%, select START. Verify a rise in the oil pressure, Ng, and inter turbine
temperature (ITT) values. Check that the engine accelerates to approximately 56 +/- 2% Ng
and turbine temperature does not exceed 1000 °C.

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Aircraft Operation Manual Cessna 208A
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Check that the START switch automatically shuts off, oil pressure is greater than 30 PSI, and
ENG OIL PRESS, FUEL PRESS and ENG HYD PUMP annunciator lights are out.

The PT6A is not over-sensitive to wind direction during engine starts. Nevertheless, if
possible, the aircraft should be parked facing into the wind. This assists in achieving the
optimum conditions for engine starting, and also reduces propeller windmilling before starting
and helps to avoid possible damage when opening and closing the main passenger door.

Taxi:
After releasing the parking brake, apply the foot brakes and check the pressures. After
allowing the aircraft to move forward, the brakes should be checked again before taxiing
begins. The nose wheel is sensitive. All normal maneuvering can be made within the
steering range, however to achieve very tight turns inside brake and asymmetric power is
required. The main gear sits 23 feet behind the nose gear. The brakes are powerful and
sensitive, and should not normally be required to control taxiing speed. Do not exceed 20
knots when taxiing. When taxiing downhill and/or downwind, reverse can be used but this
does result in an increase in propeller noise in the cabin.

Take Off/Climb:
Whenever performance considerations permit, reduced take-off power and the rolling take-off
technique are strongly recommended. This reduces peak ITT and has a marked effect on
engine life. Additionally, it reduces the noise level and vibration in the cabin. Initially, nose
wheel steering should be used to maintain directional control until the rudders become
effective, when the steering tiller should be released. Under crosswind conditions,
particularly at low weights into-wind aileron will be required to keep the wings level. The
nose wheel should be held on the ground to VR (90-100 KIAS); at this point the aircraft
should be positively rotated into the climbing attitude to achieve a clean un-stick. Once safely
airborne the brakes should be applied to stop the wheels spinning before the landing gear is
retracted and the aircraft allowed to accelerate to initial climb speed of V2 + 15 KIAS. For a
flap 5 take-off the initial climb speed should be maintained to at least 400 ft. AGL when the
aircraft should be accelerated through 125 KIAS and the flaps should be retracted.
Thereafter, at a minimum of 500 ft. AGL and 130 KIAS, climb power should be set and the
aircraft trimmed into the climb. For a flap 5 take-off (normal operating procedure) the
procedure is similar with the flaps being set to 5 at 120KIAS after passing 400 ft. AGL. Once
accelerating through 125 KIAS, the flaps should be selected UP. Climb power should be set
at no lower than 500 ft. AGL. For passenger comfort and increased engine life, time at take-
off power should always be kept to a minimum.

Enroute climb is normally performed between 130 and 150 KIAS depending on aircraft
weight, airfield altitude temperature, ATC requirements, desired cruise height and terrain
clearance. The best rate of climb is achieved at the lower speed, while the minimum time en-
route is achieved at the higher speed.

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Aircraft Operation Manual Cessna 208A
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Cruise:
Selection of cruise power by an operator is usually a compromise somewhere between the
high speed and long range operating techniques. Flight crews should not 'chase' a specific
airspeed; instead a specific cruise power setting should be set and adhered to throughout
cruise. Recommended propeller RPM is 1300-1400. Use of maximum recommended cruise
power and 1400 RPM will result in the highest possible cruising speeds, but at the expense of
higher fuel consumption.

Descent/Approach:
In the descent, recommended propeller RPM is 1300. A constant rate of descent of about 500
ft'/min. should be maintained. The top of descent (TOD) point should be calculated so that
the descent finishes at the start of the final approach. The chosen descent speed will depend
on local circumstances, however, the choice of speed lies with the operator. Minimum block
time, at the expense of additional fuel costs, may be achieved by maintaining cruise power
and allowing the airspeed to increase, up to the limit of VMO. Fuel will be saved, at the
expense of a slight increase in block time, by making the descent at a reduced power setting.
For example, by limiting descent power to 1300 RPM the airspeed will stabilize at about 175
KIAS. In addition to saving fuel, this will not only give passengers a more comfortable ride
in any turbulence, but in the event of encountering any severe turbulence the speed will be
nearer to the published turbulence penetration speed. All descent checklist items should be
completed prior to entering the traffic pattern or passing the initial approach fix (IAF) of an
instrument approach procedure.

To save time and fuel, selection of landing gear down and flaps 5, observing the airspeed
limitations of 150 KIAS, should be delayed so that the approach checks are completed shortly
before the start of the final approach. When performing an ILS approach, gear down/flaps 5
should be selected when the aircraft is "one dot" below the glideslope. The gear and flap
selections should be carried out as close together as possible. This will facilitate the nose up
change of trim due to the flap selection being counteracted by the nose down trim change due
to the gear selection and subsequent speed loss.

Landing:
On intercepting the final approach path/ILS glideslope (or crossing the final approach fix
[FAF] on a non-precision instrument approach), flaps 15 are selected and the aircraft is
trimmed into a 130 KIAS descent. This speed should be maintained until the landing checks
at 1000 feet AGL. The stage on the final approach where flap 30 is selected varies with the
conditions. However, on an instrument approach it should not be made until the runway is in
sight below 400 feet AGL. Recommended approach speed is VAT + 10 KIAS. The speed
should be allowed to bleed off to VAT when crossing over the runway threshold. At VAT,
and at about 30 feet AGL, a gentle flare should be made and a smooth power reduction to idle
should begin. Thereafter maintain a constant attitude until the aircraft lands. If landing
distance is not limiting, idle power can be delayed until the main wheels touch the runway.

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Aircraft Operation Manual Cessna 208A
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The aircraft should not be allowed to "float". When the main wheels are on the ground, the
nose wheel is lowered onto the runway; the power levers are brought back into 'Beta' (reverse
thrust). The speed at which the power levers are brought back to idle and the amount of
braking required (if any) will depend on the runway length remaining but a smooth slow
deceleration is kinder to passengers and results in less wear on the brakes. Maximum
deceleration is seldom necessary, but is achieved by applying brakes and bringing the power
levers into reverse as required as soon as the nose wheel is on the ground. The rudder
remains effective throughout the landing roll and nose wheel steering should not normally be
required until the aircraft speed is reduced to a fast taxi. At this point the aircraft should be
prepared for gate arrival and the after landing checks should be completed. Both the normal
airport traffic pattern/visual approach and instrument approach procedure profiles are
presented for your further understanding below.

Missed Approach/Go-Around:
The decision with flaps 30 to go-around may be made at any time prior to touchdown.
Landing checks will be complete and the speed should not be below VAT. At the decision
point (DH/MAP), apply maximum take-off power and flaps 15. As the power is being set,
maintain the climb attitude. The minimum speed at this point should be V2. As soon as a
positive rate of climb is observed call for the gear up. Allow the aircraft to accelerate so that
120 KIAS is reached at 400 feet AGL. Call for flaps 5 and trim as the flaps are raised.
Continue to accelerate through 125 KIAS and select flaps up. At 500 feet (minimum) and
when accelerating through 130 KIAS select climb power. Execute the published missed
approach procedure or follow radar vectors from ATC. During the go-around, try to achieve a
combination of smooth rate of acceleration and steady rate of climb by careful use of elevator
and trim, particularly during flap changes.

Checklists

Before Start Checklist

Door and Hatches: AS REQUIRED
EMER Light Switch: AS REQUIRED
Hydraulic Pressure: CHECKED
Flaps: UP
Warning Panel: TEST
Propeller: CLEAR/ON START LOCKS
Fuel Switches: OPEN
Fuel Booster Pump: CHECKED/NORMAL ON

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Aircraft Operation Manual Cessna 208A
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 After Start Checklist
Engine Instruments: STABLIZE
APU: OFF/DISENGAGED
Generators: CHECK AND ON
AP/FD Circuit Breakers: PUSH IN
Flight Director: CHECKED
Radio's/Radar/Transponder: AS REQUIRED
Radio Altimeter: ON
Stall Warning: ON
Oil Temp: GREEN ARC
Props Start Locks: DISENGAGE

Taxi Checklist
Position/Taxi Lights: AS REQUIRED
Window/Door/Ramp: CLOSED
Red Flags ALL OUT
Bem Lights: BOTH
Chocks: REMOVED
Hyraulic Pump: ON
Brakes: CHECKED
Steering: CHECKED
Flight Controls: CHECKED
Flight Instruments: FREE
Warning Panel: CHECKED
Flaps: Set CHECK
Trimmers: 3 ZERO'S
ATC: OBTAINED
FD/Radio's/Flight Intr: SET
T/O Data/ Crew Briefing: COMPLETED
Anti/De-Ice: AS REQUIRED
Aux Booster Pumps: ON

Lining-Up Checklist
Hydraulic Pump: ON/PRESSURE
Landing Lights: ON
Anti-Col: ON
Transponder: ON
Air Con: OFF
Speed Levers: T/O
Power Levers: T/O
APR : ARM AT 5% TQ

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Aircraft Operation Manual Cessna 208A
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 After Takeoff Checklist
Flaps: UP
Hydraulic Pump: ON
Aux Booster Pumps: OFF
Landing Lights: OFF
Wing and Engine: VISUAL CHECK
APR: OFF
Power and RPM: SET
Engine Instruments: CHECKED
Radio Altimeter: OFF
Anti/De-Ice: AS REQUIRED
Seatbelts/No Smoking: AS REQUIRED
Heating and Aircon: AS REQUIRED
Altimeters: 1013Mb

Approach Checklist
Performance Data: REVIEWED
Transition Level: REVIEWED
Anti/De-Ice: AS REQUIRED
Instruments: CHECKED
Radio Alitmeter: ON
Radio's/NAV Aids: SET AND IDENTIFIED
GPS/NAV Selector: AS REQUIRED

Before Landing Checklist

Crew Briefing: COMPLETED
Fuel QTY: SUFFICIENT
Seatbelts/No Smoking: ON
Heating: CLOSED
Air Con: OFF
Aux Booster Pumps: ON
Hydraulic Pump: ON/CHECK
Flaps: AS REQUIRED
Stearing Handwheel: CENTERD
Warning Panel: CHECKED
Radar: OFF
Landing Lights: ON
RPM: 100%
Hydraulic Pump ON

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Aircraft Operation Manual Cessna 208A
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 After Landing Checklist
Speed Levers: TAXI
Anti/De-Ice: OFF
Anti Col: ON
Landing Lights: OFF
Taxi Lights: ON
Aux Booster Pumps: OFF
Emergency Lights: OFF
Transponder: STANDBY
Radio Altimeter: OFF
Stall Warning: OFF
Flaps: UP
Trimmers: 3 ZERO'S

Shutdown Checklist
Steering Wheel: CENTERD
Parking Brake: ON
Hydraulic Pump: OFF
Gust Lock: ENGAGED
Taxi Lights: OFF
Booster Pump: OFF
Air Con: OFF
Radio Comp Cooling: OFF
AD/FD Circuit Breakers: PULL
Radio Masters: OFF
Generators: CLOSE
Fuel Switches: OFF
EMER Shutdown Levers: AS REQUIRED
Batteries and Master Switch: OFF

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Aircraft Operation Manual Cessna 208A
www.eucomairlines.de