Weight and Balance/ Equipment List

CESSNA SECTION 6
MODEL 208B 867 SHP WEIGHT AND BALANCE/

GARMIN G1000 EQUIPMENT LIST
WEIGHT AND BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Airplane Weighing Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Airplane Weighing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Weight and Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
CLCalc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Weight and Balance Record (Load Manifest) . . . . . . . . . . . . . . . 6-13
Crew and Passenger Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Baggage/Cargo Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Cabin Cargo Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Cargo Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Maximum Zone/Compartment Loadings . . . . . . . . . . . . . . . . . . . 6-26
Center of Gravity Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Cargo Load Restraint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Prevention of Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Transportation of Hazardous Materials . . . . . . . . . . . . . . . . . . . . 6-30
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Cabin Internal Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Pod Internal Dimensions and Load Markings . . . . . . . . . . . . . . . . . 6-33
Cabin Internal Load Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
Cargo Barrier and Barrier Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Cargo Partition Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Maximum Cargo Sizes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Cargo Tie-Down Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Cabin Internal Loading Arrangements . . . . . . . . . . . . . . . . . . . . . . . 6-40
Cargo Pod Loading Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . 6-43
Loading-Tie-Down by Zone and Load . . . . . . . . . . . . . . . . . . . . . . . 6-44
Typical Cargo Restraint Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-45
Weight and Moment Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46
Sample Loading Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-52
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-54
Center of Gravity Moment Envelope . . . . . . . . . . . . . . . . . . . . . . . . 6-55
208BPHCUS-00 U.S. 6-1

SECTION 6 CESSNA
WEIGHT AND BALANCE/ MODEL 208B 867 SHP
EQUIPMENT LIST GARMIN G1000
This Page Intentionally Left Blank
6-2 U.S. 208BPHCUS-00

CESSNA SECTION 6
INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for
various operations are also provided. For additional information
regarding Weight and Balance procedures, refer to the Aircraft Weight
and Balance Handbook (FAA-H-8083-1).
In order to achieve the performance and flight characteristics which are

designed into the airplane, it must be flown within approved weight and
center of gravity limits. Although the airplane offers flexibility of loading,
it cannot be flown with full fuel tanks and a full complement of
passengers or a normal crew and both cabin and cargo pod (if
installed) loading zones filled to maximum capacity. The pilot must
utilize the loading flexibility to make sure the airplane does not exceed
its maximum weight limits and is loaded within the center of gravity
range before takeoff.
Weight is important because it is a basis for many flight and structural

characteristics. As weight increases, takeoff speed must be greater
since stall speeds are increased, the rate of acceleration decreases,
and the required takeoff distance increases. Weight in excess of the
maximum takeoff weight may be a contributing factor to an accident,
especially when coupled with other factors such as temperature, field
elevation, and runway conditions, all of which may adversely affect the
airplane’s performance. Climb, cruise, and landing performance will
also be affected. Flights at excess weight are possible, and may be
within the performance capability of the airplane, but loads for which
the airplane was not designed may be imposed on the structure,
especially during landing.
(Continued Next Page)
208BPHCUS-00 U.S. 6-3

SECTION 6 CESSNA
INTRODUCTION (Continued)
The pilot should routinely determine the balance of the airplane since it
is possible to be within the maximum weight limit and still exceed the
center of gravity limits. An airplane loading which exceeds the forward
center of gravity limit may place heavy loads on the nosewheel, and the
airplane will be slightly more difficult to rotate for takeoff or flare for
landing. If the center of gravity is too far aft, the airplane may rotate
prematurely on takeoff, depending on trim settings. A properly loaded
airplane, however, will perform as intended. Before the airplane is
licensed, a basic empty weight, center of gravity (C.G.) and moment are
computed.
Specific information regarding the weight, arm, moment, and installed

equipment for this airplane as delivered from the factory can be found
in the plastic envelope in the back of this POH/AFM. Using the basic
empty weight and moment, the pilot can determine the weight and
moment for the loaded airplane by computing the total weight and
moment and then determining whether they are within the approved
Center of Gravity Moment Envelope
WARNING
It is the responsibility of the pilot to make sure that
the airplane is loaded properly. Operation outside
of prescribed weight and balance limitations could
result in an accident and serious or fatal injury.
6-4 U.S. 208BPHCUS-00

CESSNA SECTION 6
AIRPLANE WEIGHING FORM
Figure 6-1
208BPHCUS-00 U.S. 6-5

SECTION 6 CESSNA
WEIGHT AND BALANCE RECORD
Figure 6-2
6-6 U.S. 208BPHCUS-00

CESSNA SECTION 6
AIRPLANE WEIGHING PROCEDURES
1. AIRPLANE PREPARATION
a. Remove all snow, ice or water which may be on the
airplane.
b. Inflate tires to recommended operating pressure.
c. Lock open fuel tank sump quick-drains and fuel reservoir
quick-drain to drain all fuel.
d. For airplanes with optional equipment installed, see the
appropriate POH/AFM supplement for additional weighing
procedures.
e. Service engine oil as required to obtain a normal full
indication (MAX HOT or MAX COLD, as appropriate, on
dipstick).
f. Slide to move pilot and front passenger seats to position the
seat locking pins on the back legs of each seat at Fuselage
Station 145.0. Aft passenger seats (if installed) have
recommended fixed positions and should be located, using
a Fuselage Station location code on the seat rails, as
described in the Cabin Internal Loading Arrangements
figure. In the event the aft seats were moved to
accommodate a custom loading, they should be returned to
the standard locations prior to weighing.
g. Raise flaps to fully retracted positions.
h. Place all control surfaces in neutral position.
i. Remove all non-required items from airplane.
2. LEVELING
a. Place scales under each wheel (minimum scale capacity,
2000 pounds nose, 4000 pounds each main). The main
landing gear must be supported by stands, blocks, etc., on
the main gear scales to a position at least four inches higher
than the nose gear as it rests on an appropriate scale. This
initial elevated position will compensate for the difference in
waterline station between the main and nose gear so that
final leveling can be accomplished solely by deflating the
nose gear tire.
b. Deflate the nose tire to properly center the bubble in the
level (see Airplane Weighing Form). Since the nose gear
strut contains an oil snubber for shock absorption rather
than an air/oil strut, it can not be deflated to aid in airplane
leveling.
208BPHCUS-00 U.S. 6-7

SECTION 6 CESSNA
AIRPLANE WEIGHING PROCEDURES (Continued)
3. WEIGHING
a. Weigh airplane in a closed hangar to avoid errors caused by
air currents.
b. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare from each
reading.
4. MEASURING
a. Obtain measurement A by measuring horizontally (along
airplane centerline) from a line stretched between the main
wheel centers to a plumb bob dropped from the center of the
nose jack point located below the firewall and housed within
the nose strut fairing.
b. Obtain measurement B by measuring horizontally and
parallel to the airplane centerline, from center of nose wheel
axle, left side, to a plumb bob dropped from the line between
the main wheel centers. Repeat on right side and calculate
the average of the measurements.
5. Using weights from step 3 and measurements from step 4, the
airplane weight and C.G. can be determined.
6. Basic Empty Weight may be determined by completing Figure 6-
1, Airplane Weighing Form in this section.
6-8 U.S. 208BPHCUS-00

CESSNA SECTION 6
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within
the prescribed weight and center of gravity limitations. To figure weight
and balance, use the Sample Loading Problem, Weight and Moment
Tables, and Center of Gravity Moment Envelope as follows:
1. Take the basic empty weight and moment from appropriate
weight and balance records carried in your airplane, and enter
them in the column titled “YOUR AIRPLANE” on the Sample
Loading Problem.
NOTE
In addition to the basic empty weight and moment noted on
these records, the C.G. arm (Fuselage Station) is also
shown, but need not be used on the Sample Loading
Problem. The moment which is shown must be divided by
1000 and this value used as the moment/1000 on the
loading problem.
2. Use the Weight and Moment Tables to determine the moment/

1000 for each additional item to be carried, then list these on the
loading problem.
NOTE
Information on the Weight and Moment Tables for different
fuel grades is based on average fuel density at fuel
temperatures of 60°F. However, fuel weight increases
approximately 0.1 pounds per gallon for each 25°F
decrease in fuel temperature. Therefore, when
environmental conditions are such that the fuel temperature
is different than shown in the chart heading, a new fuel
weight calculation should be made using the 0.1 pounds
per gallon increase in fuel weight for each 25°F decrease in
fuel temperature. Assume the tanks are completely filled
and the fuel temperature is at 35°F (25°F below the 60°F
noted on the chart).
208BPHCUS-00 U.S. 6-9

SECTION 6 CESSNA
WEIGHT AND BALANCE (Continued)
3. Calculate the revised fuel weight by multiplying the total usable
fuel by the sum of the average density (stated on chart) plus the
increase in density estimated for the lower fuel temperature. In
this particular sample, as shown by the calculation below, the
resulting fuel weight increase due to lower fuel temperature will
be 32.0 pounds over the 2246 pounds (for 335 gallons) shown
on the chart, which might be significant in an actual loading
situation:
335 gallons X (6.7 + 0.1 pounds per gallon) = 2278 pounds

revised fuel weight.
Then calculate the revised fuel moment. The revised moment is

in direct proportion to the revised fuel weight:
X (revised moment) = 2278 (revised weight)

456.1 (average moment) = 2246 (average weight)
X = (456.1 X 2278) / 2246
The revised moment of X = 462.6. This value would be used on

the Sample Loading Problem as the moment/1000 in conditions
represented by this sample.
6-10 U.S. 208BPHCUS-00

CESSNA SECTION 6
NOTE
Information on the Weight and Moment Tables for crew,
passenger, and cargo is based on the pilot and front
passenger sliding seats positioned for average occupants
(e.g., Fuselage Station 135.5), the aft passenger fixed seats
(if installed) in the recommended position, and the baggage
or cargo uniformly loaded around the center (e.g., Fuselage
Station 172.1 in Zone 1) of the zone fore and aft boundaries
(e.g., Fuselage Stations 155.4 and 188.7 in Zone 1) shown
on Figure 6-11, Cabin Internal Loading Arrangements. For
loadings which may differ from these, the Loading
Arrangements figure and Sample Loading Problem lists
Fuselage Stations for these items to indicate their forward
and aft C.G. range limitations. Additional moment
calculations, based on the actual weight and C.G. arm
(Fuselage Station) of the item being loaded, must be made
if the position of the load is different from that shown on the
Weight and Moment Tables. For example, if seats are in
any position other than stated on Figure 6-11, Cabin
Internal Loading Arrangements, the moment must be
calculated by multiplying the occupant weight times the arm
in inches. A point nine inches forward of the intersection of
the seat bottom and seat back (with cushions compressed)
can be assumed to be the occupant C.G. For a reference in
determining the arm, the forward face of the raised aft
cargo floor is Fuselage Station 332.0.
Total the weights and moments/1000 and plot these values on the
Figure 6-18, Center of Gravity Moment Envelope to determine whether
the point falls within the envelope, and if the loading is acceptable.
WARNING
the airplane is correctly loaded. Operation outside
208BPHCUS-00 U.S. 6-11

SECTION 6 CESSNA
CLCALC
Loading calculations may also be completed using the CLCalc
application included in the CESNAV software package. CLCalc is
approved for use as an alternative source to the FAA Approved Weight
and Balance Manual to determine weight and balance data for a
particular flight. CLCalc and the Weight and Balance Manual methods
are each equally valid sources of weight and balance data; however,
the operator must use data from only one of these sources for a given
determination. Instructions for completing a loading calculation using
CLCalc are included in the Help menu of the CLCalc application.
6-12 U.S. 208BPHCUS-00

CESSNA SECTION 6
WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

A Weight and Balance Record (Load Manifest) is available for
recording the cargo loading configuration of each flight and verifying
that the airplane weight and takeoff center of gravity in terms of %
Mean Aerodynamic Chord (MAC) is acceptable. A sample of this record
is shown in this section. The procedure for using this record is
summarized below.
1. Enter flight date and number, point of departure and destination,

and airplane identification in spaces provided.
2. Enter weight of cargo in each cabin cargo zone in appropriate
ITEM WEIGHT spaces. Total cabin cargo weights in space
provided as a check that maximum allowable cabin cargo weight
of 3400 pounds is not exceeded. Refer to other portions of the
POH/AFM for additional limitations which must be observed.
3. Enter weight of cargo in cargo pod and weight of pilot, copilot,
and TKS fluid (if installed).
4. Complete ITEM INDEX column for all cargo, pilot, passenger,
and TKS fluid (if installed) by referring to adjacent WEIGHT
INDICES listing. For each cargo or personnel weight recorded
previously, read across horizontally to the vertical column having
an identical weight at the top. The number shown at this
intersection is the weight index for the recorded weight. As an
example, 300 pounds of cargo loaded in cabin Zone 1 has a
weight index of 988, and this number should be entered under
ITEM INDEX for cabin Zone 1.
208BPHCUS-00 U.S. 6-13

SECTION 6 CESSNA

(Continued)
NOTE
If weight to be loaded does not match one of the weight
increments provided, and a more precise weight index is
needed, use the LOAD ITEM INDEX formula on the
backside of the Weight and Balance Record (Load
Manifest) to calculate the index. However, as shown in the
sample calculation below for a 315-pound load (instead of
300 pounds) in cabin Zone 1, minor weight variables do not
affect the weight index significantly. The ARM used in the
following calculation is the centroid of cabin Zone 1 as
shown on the diagram on the backside of the record.
315 X (172.1 - 192) = -12.5

500
1000 - 12.5 = 987.5
The weight index of 987.5, when rounded to the next highest

number, would still result in the 988 given in the example above
for a 300-pounds load.
5. Add weight of pod cargo, pilot, passenger, and TKS fluid (if
installed) to sub-total weight for cabin cargo and enter this value
as the weight of the total payload; the sum of all item indices
recorded is the item index for the total payload. For calculation
purposes, enter only the last three digits of the total in the ITEM
INDEX columns.
6-14 U.S. 208BPHCUS-00

CESSNA SECTION 6

(Continued)
6. Enter basic empty weight (from airplane weight and balance
information) in ITEM WEIGHT column for aircraft empty weight.
Calculate weight index using the BASIC AIRPLANE INDEX
formula on the backside of the Weight and Balance Record
(Load Manifest). The sample calculation below is for an airplane
with a basic empty weight of 5005 pounds and a C.G. arm of
185.69.
5005 X (185.69 - 192) + 500 = 436.84
500
In the aircraft empty weight spaces for the airplane in this
sample, a weight of 5005 and an index of 437 would be entered.
7. Add aircraft empty weight and index to payload weight and index
to acquire a zero fuel weight and index. A plot of this weight and
index on the adjacent chart indicates the location of the zero fuel
weight center of gravity in terms of % MAC. A C.G. % MAC
space is provided to enter this value. If the zero fuel weight C.G.
falls well within clear area of chart envelope, the loading will
likely be acceptable. however, if the C.G. at this weight fall near
or within shaded area, a careful recheck of the loading and C.G.
is important.
8. The weight available for takeoff fuel is the difference between
zero fuel weight and takeoff weight. A FUEL INDICES table at
bottom of Weight and Balance Record (Load Manifest) provides
an index for the weight of fuel to be carried. The fuel weight and
this index should be entered for takeoff fuel. When calculating
takeoff fuel, 35 pounds of additional fuel can be allowed as taxi
fuel under average conditions. A space for taxi fuel weight is
provided.
9. Add takeoff fuel weight and index to zero fuel weight and index
to acquire a takeoff weight and index which can be plotted to
determine the takeoff C.G. location in terms of % MAC. A C.G. %
MAC space is provided for this value.
10. Enter 8807 pounds as the maximum allowable takeoff weight for
this airplane. The additional 35 pounds of taxi fuel provides a
maximum ramp weight of 8842 pounds.
208BPHCUS-00 U.S. 6-15

SECTION 6 CESSNA
Figure 6-3 (Sheet 1 of 2)
6-16 U.S. 208BPHCUS-00

CESSNA SECTION 6
208BPHCUS-00 U.S. 6-17

SECTION 6 CESSNA
CREW AND PASSENGER LOADING
The pilot and front passenger positions in all airplanes have six-way
adjustable seats. These seats slide forward and aft on tracks that have
adjustment holes for seat position.
The Passenger Version has aft passenger seating with two

configurations of Commuter Seating.
The first Commuter Seating configuration has three individual, fixed-

position passenger seats on the left side of the cabin, and three two
place fixed-position, bench seats located on the right side of the cabin
in a side-by-side arrangement.
The second Commuter Seating configuration includes four individual,
fixed-position, passenger seats on the left side of the cabin and four
individual, fixed-position passenger seats on the right side of the cabin
in a side-by-side arrangement.
WARNING
None of the airplane seats are approved for
installation facing aft.
6-18 U.S. 208BPHCUS-00

CESSNA SECTION 6
BAGGAGE/CARGO LOADING
CABIN CARGO AREA

Cargo may be carried in the cabin of either the Cargo Version or the
Passenger Version. The cabin interior of the Cargo Version is
specifically equipped for carrying cargo. However, after seat removal
and the installation of miscellaneous equipment, the Passenger
Version will also fulfill the requirements of cargo missions. The following
paragraphs generally describe the cargo area of both versions.
To facilitate the carrying of large or bulky items, all aft seats (Passenger
Version Only) and the front passenger seat may be removed from the
airplane. If a cargo barrier and nets are available for installation,
removal of the front passenger seat may not be desired. Mission
requirements will dictate whether the barrier is to be used and the
number of seats removed. If seats are removed for hauling cargo and
the cargo barrier and nets are installed, the basic empty weight and
C.G. moment of the airplane should be adjusted so that these values
accurately represent the weight and moment of the airplane before
loading.
To calculate the new weight and moment, refer to the airplane
equipment list and acquire the weight and C.G. arm of each item of
equipment to be removed or added, then record these values on the
Sample Weight and Balance Record, to assist in the calculation. For
each item of equipment, multiply its weight by its C.G. arm to provide
the moment for that item. Subtract weights of removed items (seats)
and add weights of installed items (cargo barrier and nets) to the
original basic empty weight to provide a new basic empty weight.
Likewise, subtract the moments of removed items and add the
moments of installed items to the original moment to provide a new
airplane moment. Remember that the moment value is to be divided by
1000 to reduce the number of digits. The new basic empty weight and
moment/1000 can be used as illustrated in the Sample Loading
Problem when figuring airplane loading with the selected items of
equipment removed and/or installed.
208BPHCUS-00 U.S. 6-19

SECTION 6 CESSNA
BAGGAGE/CARGO LOADING (Continued)
CABIN CARGO AREA (Continued)

With all seats except the pilot’s seat removed, a large cabin volume is
available for baggage/cargo. If a cargo barrier is installed, the total
volume available for cargo behind the barrier is 340 cubic feet.
Cargo can be loaded through the large, almost square, two-piece cargo
door. The floor is flat from the firewall (FS 100.0) to the aft side of the
cargo door (FS 332.0), except for a small area around the rudder
pedals. This area is limited to a 200 pound per square foot maximum
allowable loading.
Between FS 332.0 and 356.0, additional cargo space is provided on a

floorboard raised approximately five inches above the main cabin floor.
The raised baggage/cargo area contains eight anchor plates where
quick-release tiedown fittings can be attached. This raised area is
limited to a maximum cargo capacity of 320 pounds.
In the front passenger seat area, FS 125.00 to 159.98, “I” section seat
tracks are installed where tiedown block assemblies can be clamped to
the tracks to serve as tiedown attachment points.
From FS 158.00 to 332.0, seat tracks are provided and designed to

receive quick-release tiedown fittings which can be snapped into the
tracks at 1.00 inch intervals.
If rope, cable or other fittings are used for tiedowns, they should be
rated at a minimum of 2100 pounds when used with all fittings noted in
Figure 6-10, Cargo Tie-Down Attachments. The only exception is the
double-stud quick-release tiedowns which require a 3150 pound rating.
6-20 U.S. 208BPHCUS-00

CESSNA SECTION 6

Strategically located nutplates are provided throughout the cabin which
allow for the installation of plywood flooring option (standard equipment
on Cargo Versions). The plywood flooring provides protection for the
floor structure, assists in the ease of loading cargo and helps with the
distribution of concentrated loads.
Maximum allowable cargo loads will be determined by the individual

zone weight limitation and by the airplane weight and C.G. limitations.
The number of tiedowns required is dependent on the load(s) to be
secured. Figure 6-10, Cargo Tie-Down Attachments, shows the
maximum allowable cargo weight for each type of cargo tiedown
attachment.
On Cargo Versions, the sidewalls in the cargo area are marked with
vertical lines to facilitate the identification of six loading zones.
Markings located on the sidewalls between the lines identify each zone
by number and display the maximum load which can be carried within
the zones. Refer to Figure 6-6, Cabin Internal Load Markings (Cargo
Version), for maximum zone weight limits.
CAUTION
The maximum load values marked in each zone are
predicated on all cargo being tied down within the
zones.
On Cargo Versions, a horizontal line labeled “75%” is prominently
marked along each sidewall as a loading reference. As indicated on a
placard on the lower cargo door, zones forward of the last loaded zone
must be at least 75% full by volume. Whenever possible, each zone
should be loaded to its maximum available volume prior to loading the
next zone. An additional placard located on the right sidewall between
Zones 5 and 6 cautions that if the load in Zone 5 exceeds 400 pounds,
a cargo partition net is required aft of the load or the load must be
secured to the floor. Refer to Figure 6-6, Cabin Internal Load Markings
(Cargo version), for additional details on installed placards and loading
requirements.
208BPHCUS-00 U.S. 6-21

SECTION 6 CESSNA

CARGO BARRIER AND NETS
A cargo barrier and three barrier nets may be installed directly behind
the pilot’s and front passenger’s seats. The barrier and nets prevent
loose cargo from moving forward into the pilot’s and front passenger’s
area during an abrupt deceleration.
The barrier consists of a U-shaped divider constructed out of

honeycomb composite. The bottom portion of the barrier attaches to
the pilot and front passenger seat rails at four locations (FS 153.0). The
top portion attaches to cabin top structure at approximately FS 166.0.
The cargo barrier nets consist of three nets, one for the left sidewall,
one for the right sidewall, and one for the center. The left and right nets
fill in the space between the barrier assembly and the airplane
sidewalls. The side nets are fastened to the airplane sidewalls and the
edge of the barrier with six quick-release fasteners each, three on each
side. The center net fills in the opening in the top center of the barrier.
The center net is fastened with four fasteners, two on each side.
Horizontal lines labeled 75% are marked on the aft side of the cargo
barrier. Placards above the horizontal lines caution that the maximum
allowable load behind the barrier is 3400 pounds total, and that zones
forward of the last loaded zone must be at least 75% full by volume.
Refer to Figure 6-7, Cargo Barrier and Barrier Nets, for additional
details on installed placards and loading requirements.
6-22 U.S. 208BPHCUS-00

CESSNA SECTION 6

CARGO BARRIER AND NETS (Continued)
WARNING
• When utilized, the cargo barrier and its attached
nets provide cargo forward crash load restraint
and protection of the pilot and front passenger;
however, the cargo must still be secured to
prevent it from shifting due to takeoff, flight,
landing, and taxi accelerations and
decelerations.
• On the passenger version, if passengers as well
as cargo, are located aft of the barrier, cargo
placement must allow movement and exit of the
passengers and the cargo must be secured for
crash load restraint conditions. Refer to Cargo
Load Restraint in this section for additional
information concerning cargo restraint with and
without a cargo barrier.
• Make sure the barrier net fasteners are secured
for takeoff, landing, and inflight operations, and
are momentarily detached only for movement of
the nets for loading/unloading of items through
the crew area.
208BPHCUS-00 U.S. 6-23

SECTION 6 CESSNA

CARGO PARTITION NETS
Cargo partition nets are available and can be installed to divide the
cargo area into convenient compartments. Partitions may be installed in
all of the five locations at FS 188.7, 246.8, 282.0, 307.0 and 332.0. The
cargo partitions are constructed of canvas with nylon webbing
reinforcement straps crisscrossing the partition for added strength. The
ends of the straps have quick-release fasteners which attach to the
floor tracks and two floor-mounted anchor plates located just forward of
the raised cargo floor and other anchor plates on the sidewalls and
ceiling. Four straps have adjustable buckles for tightening the straps
during installation of the partition. Refer to Figure 6-8, Cargo Partition
Nets, for additional details.
Zones divided by cargo partitions can be loaded without additional
tiedowns if a total loaded density for each partitioned zone does not
exceed 7.9 pounds per cubic foot and the zone is more than 75% full.
Cargo loading that does not meet these requirements must be secured
to the cabin floor.
CAUTION
The maximum cargo partition load is the sum of any
two zones. No more than two adjacent zones can be
divided by one partition. The partitions are designed to
prevent the cargo from shifting forward and aft in flight.
They should not be considered adequate to withstand
crash loads and do not replace the need for a cargo
barrier.
6-24 U.S. 208BPHCUS-00

CESSNA SECTION 6

CARGO TIEDOWNS AND ATTACHMENTS
Various tiedown belt assemblies and tiedown ring anchors are available
for securing cargo within the airplane. The belts may also be used for
tying down the airplane. A standard configuration consists of three
3000-pound rated belts with ratchet-type adjusters and six single-stud,
quick-release tiedown ring anchors.
A heavy-duty configuration consists of three 5000-pound rated belts

with ratchet-type adjusters and six double-stud, quick-release anchors.
Three 5000-pound rated belts with overcenter-type locking devices are
also available for heavy-duty use. The six single-stud and double-stud
tiedown ring anchors are also available separately. The single-stud
anchors can be attached to any tiedown point in the airplane that isn’t
placarded for attachment for partition nets only. The double-stud
anchors can be attached to the aft seat tracks only. Refer to Figure 6-
10, Cargo Tiedown Attachments, for maximum load ratings and
tiedown ring anchor spacing restrictions.
Refer to Maximum Zone/Compartment Loading table on the following

page for maximum zone weight limits.
208BPHCUS-00 U.S. 6-25

SECTION 6 CESSNA
CARGO POD
The airplane can be equipped with an 111.5 cubic foot capacity cargo
pod attached to the bottom of the fuselage. The pod is divided into four
compartments (identified as Zones A, B, C, and D) by bulkheads and
has a maximum floor loading of 30 pounds per square foot and
maximum load weight limit of 1090 pounds.
Each compartment has a loading door located on the left side of the
pod. The doors are hinged at the bottom, and each has two latches.
When the latch handles are rotated to the horizontal position with the
doors closed, the doors are secured. Refer to Figure 6-5, Pod Internal
Dimension and Load Markings, and Figure 6-12, Cargo Pod Loading
Arrangements for additional information on loading cargo in the cargo
pod.
MAXIMUM ZONE/COMPARTMENT LOADINGS

Maximum zone loadings are as follows:
WEIGHT LIMITS (Pounds)
**UNSECURED
ZONE/ VOLUME *SECURED USING C.G.
COMPART- (CUBIC BY PARTITIONS OR (STATION
MENT FEET) TIE-DOWNS IN CARGO POD LOCATION)
FUSELAGE 1 52.9 1780 415 172.1

2 109.0 3100 860 217.8
3 63.0 1900 495 264.4
4 43.5 1380 340 294.5
5 40.1 1270 315 319.5
6 31.5 320 245 344.0
CARGO POD A 23.4 --- 230 132.4

B 31.5 --- 310 182.1
C 27.8 --- 270 233.4
D 28.8 --- 280 287.6
* THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.

**DENSITY MUST BE 7.9 LBS/FT3 OR LESS AND BAY 75% OR MORE FULL.
6-26 U.S. 208BPHCUS-00

CESSNA SECTION 6
CENTER OF GRAVITY PRECAUTIONS

Since the airplane can be used for cargo missions, carrying various
types of cargo in a variety of loading configurations, precautions must
be taken to protect the forward and aft C.G. limits. Load planning should
include a careful comparison of the mission requirements with the
volume and weight limitation in each loading zone and the final airplane
C.G. Cargo loaded in the forward zones may need to be balanced by
loading cargo in one or more aft zones. Conversely, loadings can not
be concentrated in the rear of the airplane, but must be compensated
by forward cargo to maintain balance. Under ideal conditions, loadings
should be accomplished with heavy items on the bottom and the load
distributed uniformly around the C.G. of the cabin cargo area zone and/
or cargo pod compartment.
Loading personnel must maintain strict accountability for loading

correctly and accurately, but may not always be able to achieve an
ideal loading. A means of protecting the C.G. aft limit is provided by
supplying an aft C.G. location warning area between 38.33% MAC and
the maximum allowable aft C.G. of 40.33% MAC. The warning area is
indicated by shading on Figure 6-17, Center of Gravity Limits, and
Figure 6-18, Center of Gravity Moment Envelope.
CAUTION
• This shaded area should be used only if accurate
C.G. determination can be obtained.
• Exercise caution while loading or unloading heavy
cargo through the cargo doors. An ideal loading in
every other respect can still cause tail tipping and
structural damage if proper weight distribution is
ignored. For example, heavy cargo loaded through
the doors and placed momentarily in Zones 4 and 5,
plus the weight of personnel required to move it to a
forward zone, could cause an out-of-balance
condition during loading.
208BPHCUS-00 U.S. 6-27

SECTION 6 CESSNA
CARGO LOAD RESTRAINT
PREVENTION OF MOVEMENT
Cargo restraint requires the prevention of movement in five principal
directions: forward, aft, upward (vertical), left (side), and right (side).
These movements are the result of forces exerted upon the cargo due
to acceleration or deceleration of the airplane in takeoffs and landings
as well as forces due to air turbulence in flight. Correct restraint
provides the proper relationship between airplane configuration (with or
without cargo barrier), weight of the cargo, and the restraint required.
Cargo must be tied down for flight, landing, and taxi load, and/or crash
load. When a cargo barrier is not installed, all cargo must be prevented
from movement in the five principal directions and secured to provide
crash load restraint. The maximum rated loads specified for loadings
without a cargo barrier is shown in Figure 6-10 (Sheet 1), Cargo
Tiedown Attachments, and should be used for each tiedown.
Consistent use of these loading criteria is important, and it is the
responsibility of the pilot to make sure the cargo is restrained properly.
When a cargo barrier is installed, cargo aft of the barrier must also be
secured to prevent movement in the five principal directions, but only to
the extent that shifting due to flight, landing, and taxi loads is provided.
The maximum rated loads specified for loadings with a cargo barrier
installed is shown in Figure 6-10 (Sheet 1), Cargo Tiedown
Attachments, and should be used for each tiedown. With a barrier
installed, all cargo must be loaded such that loading zones forward of
the last loaded zone must be 75% full by volume.
WARNING
In special loading arrangements which allow the
carriage of passengers as well as cargo behind the
barrier in the passenger version, all cargo must be
secured to prevent movement in the five principal
directions and provide the same crash load
restraint as though a barrier was not installed using
the maximum rated loads specified for loading
without a barrier. In this arrangement, cargo
placement must allow for movement and exit of the
passengers. The pilot must be responsible to make
sure proper load restraint in all loadings.
6-28 U.S. 208BPHCUS-00

CESSNA SECTION 6
CARGO LOAD RESTRAINT (Continued)
PREVENTION OF MOVEMENT (Continued)
Refer to Figure 6-14, Typical Cargo Restraint Methods, for diagrams of
typical cargo tiedown methods for prevention of movement. Also, the
cargo partition nets available for the airplane can be installed at
Fuselage Stations 188.7, 246.8, 282.0, 307.0 and 332.0 to divide the
cabin cargo area into compartments. If the partitions are used, they
must be used in conjunction with the cargo barrier. Since partitions are
not designed to withstand crash loads, they cannot be considered as a
replacement for the barrier. Each partition will withstand the forward
and aft operational loads applied during takeoff, flight, and landing by
any two zones forward or aft of the partition. Use of the partitions will
allow loading of the zones without tying down the cargo if the load
density is not more than 7.9 pounds per cubic foot and the zone is more
than 75% full. Cargo loading that does not meet these requirements
must be secured to the cabin floor.
LOADING OF PIERCING OR PENETRATING ITEMS
Regardless of cargo location, items of a piercing or penetrating nature

shall be located so that other cargo is loaded between the barrier/nets,
cargo partitions, and rear wall and the piercing or penetrating items to
provide a buffer. The density of this cargo shall be sufficient to restrain
the piercing or penetrating items from passing through the barrier/nets,
partitions, and rear wall under critical emergency landing conditions. If
the condition cannot be complied with, the piercing or penetrating items
shall be tied down separately.
208BPHCUS-00 U.S. 6-29

SECTION 6 CESSNA
TRANSPORTATION OF HAZARDOUS MATERIALS
Special protection of the airplane and training of personnel are key
considerations in conducting approved transportation of hazardous
materials.
Protection against hazardous materials has been provided in the

fuselage bilge area under the cargo compartment from Fuselage
Station 168.0 to 356.0, and these materials may be carried in any
location within this area.
In addition to the pilot-in-command and flight crew member (if used),

other personnel such as cargo receiving and loading personnel should
be properly trained concerning the acceptance, handling, storage,
loading and unloading of hazardous materials if these materials are to
be carried. Information and regulations pertaining to the air
transportation of hazardous materials is outlined in the Code of Federal
Regulations (CFR) Title 49 and in the International Civil Aviation
Organization (ICAO) Technical Instructions for the Safe Transport of
Dangerous Goods by Air.
EQUIPMENT LIST
For a complete list of equipment installed in the airplane as delivered
from the manufacturer, refer to the equipment list furnished with the
airplane.
6-30 U.S. 208BPHCUS-00

CESSNA SECTION 6
CABIN INTERNAL DIMENSIONS

(CARGO VERSION)
208BPHCUS-00 U.S. 6-31

SECTION 6 CESSNA
CABIN INTERNAL DIMENSIONS

(PASSENGER VERSION)
Figure 6-4 (Sheet 2)
6-32 U.S. 208BPHCUS-00

CESSNA SECTION 6
POD INTERNAL DIMENSIONS AND LOAD MARKINGS
Figure 6-5
208BPHCUS-00 U.S. 6-33

SECTION 6 CESSNA
CABIN INTERNAL LOAD MARKINGS

(CARGO VERSION)
Figure 6-6
6-34 U.S. 208BPHCUS-00

CESSNA SECTION 6
CARGO BARRIER AND BARRIER NETS
NOTE
• Installation of the fire extinguisher on the cargo barrier is
not shown.
• The cargo barrier and attached barrier nets must be
installed to provide forward crash load restraint.
• The quick-release fasteners which secure the center and
side barrier nets allow momentary detachment of the
nets for loading and unloading of items through the crew
area.
Figure 6-7
208BPHCUS-00 U.S. 6-35

SECTION 6 CESSNA
CARGO PARTITION NETS
NOTE
• Partition nets are available for installation at Fuselage Stations 188.7,
246.8, 282.0, 307.0 and 332.0.
• If partitions are used, they must be used in conjunction with the cargo
barrier. Partitions are not designed to withstand crash loads, therefore
they cannot be considered as a replacement for the barrier.
• Each partition will withstand the forward and aft operational loads applied
during takeoff, flight, and landing by any two zones forward or aft of the
partition. Use of the partitions will allow loading of the zones without tying
down the cargo if the load density is no more than 7.9 pounds per cubic
foot and the zone is more than 75% full. Cargo loading that does not meet
these requirements must be secured to the cabin floor.
Figure 6-8
6-36 U.S. 208BPHCUS-00

CESSNA SECTION 6
MAXIMUM CARGO SIZES
NOTE
1. Approximately one inch clearance allowed from sidewall and
ceiling.
2. Subtract roller height and pallet thickness, if applicable.
Figure 6-9
208BPHCUS-00 U.S. 6-37

SECTION 6 CESSNA
CARGO TIEDOWN ATTACHMENTS
6-38 U.S. 208BPHCUS-00

CESSNA SECTION 6
CARGO TIEDOWN ATTACHMENTS
208BPHCUS-00 U.S. 6-39

SECTION 6 CESSNA
CABIN INTERNAL LOADING ARRANGEMENTS

(CARGO VERSION)
NOTE
1. * Pilot or front passenger center of gravity on adjustable seats
positioned for an average occupant with the seat locking pin
at Fuselage Station 145.0. Numbers in parentheses indicate
forward and aft limits of occupant center of gravity range.
2. ** Cargo area center of gravity in Zones 1 thru 6 based on the
mid point of the zone.
3. Vertical lines marked on the cargo area sidewalls or the
forward face of the raised floor (Fuselage Station 332.0) can
be used as a convenient reference point for determining the
location of occupant or cargo Fuselage Station.
6-40 U.S. 208BPHCUS-00

CESSNA SECTION 6

(PASSENGER VERSION)
NOTE
1. * Pilot or front passenger center of gravity on adjustable seats
positioned for an average occupant with the seat locking pin
at FS 145.0. Numbers in parentheses indicate forward and
aft limits of occupant center of gravity range.
2. ** Cargo area center of gravity in Zones 1 thru 6 based on the
mid point of the zone.
3. The forward face of the raised floor (FS 332.0) can be used
as a convenient reference point for determining the location
of occupant or cargo Fuselage Stations.
4. When a cargo barrier is installed, two-place Commuter seat
4 and 5 or individual Commuter seats 3 and 4 must be
removed. Mission requirements will dictate if any aft
passenger seating is to remain installed.
208BPHCUS-00 U.S. 6-41

SECTION 6 CESSNA

(PASSENGER VERSION)
6-42 U.S. 208BPHCUS-00

CESSNA SECTION 6
CARGO POD LOADING ARRANGEMENT
NOTE
1. * Cargo bay center of gravity in Zones A, B, C, and D.
2. Compartment bulkheads that separate Zones A and B (FS
154.75), Zones B and C (FS 209.35), and Zones C and D
(FS 257.35) can be used as a reference point for determining
the location of cargo Fuselage Stations.
Figure 6-12
208BPHCUS-00 U.S. 6-43

SECTION 6 CESSNA
LOADING/TIEDOWN BY ZONE AND LOAD

(OFF- LOADING SEQUENCE)
NOTE
1. If cargo partitions are not utilized, individual loads must be
secured by adequate tiedowns over tarps.
2. Protection against hazardous materials has been provided in
the fuselage bilge area under the cargo compartment from
FS 168.0 to 356.0. These materials can be carried in any
location within this area.
Figure 6-13
6-44 U.S. 208BPHCUS-00

CESSNA SECTION 6
TYPICAL CARGO RESTRAINT METHODS
Figure 6-14
208BPHCUS-00 U.S. 6-45

SECTION 6 CESSNA
WEIGHT AND MOMENT TABLES

PILOT AND FRONT PASSENGER
(CARGO VERSION)
6-46 U.S. 208BPHCUS-00

CESSNA SECTION 6
208BPHCUS-00 U.S. 6-47

SECTION 6 CESSNA
6-48 U.S. 208BPHCUS-00

CESSNA SECTION 6
208BPHCUS-00 U.S. 6-49

SECTION 6 CESSNA
6-50 U.S. 208BPHCUS-00

CESSNA SECTION 6
208BPHCUS-00 U.S. 6-51

SECTION 6 CESSNA
6-52 U.S. 208BPHCUS-00

CESSNA SECTION 6
208BPHCUS-00 U.S. 6-53

SECTION 6 CESSNA
CENTER OF GRAVITY LIMITS
WARNING
the airplane is loaded correctly. Operation outside
Figure 6-17
6-54 U.S. 208BPHCUS-00

CESSNA SECTION 6
CENTER OF GRAVITY MOMENT ENVELOPE
WARNING
• Because loading personnel may not always be
able to achieve an ideal loading, a means of
protecting the C.G envelope is provided by
supplying an aft C.G. location warning (shaded
area) between 38.33% mac and the maximum aft
c.g. of 40.33% mac on the center of gravity
moment envelope. Points falling within this
shaded area should be used only if accurate C.G.
determination for cargo loadings can be
obtained.
• It is the responsibility of the pilot to make sure
that the airplane is loaded correctly. Operation
outside of prescribed weight and balance
limitations could result in an accident and
serious or fatal injury.
Figure 6-18
208BPHCUS-00 U.S. 6-55

SECTION 6 CESSNA
This Page Intentionally Left Blank
6-56 U.S. 208BPHCUS-00

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CESSNA SECTION 6

MODEL 208B 867 SHP WEIGHT AND BALANCE/

208BPHCUS-00 U.S. 6-1

This Page Intentionally Left Blank

6-2 U.S. 208BPHCUS-00

In order to achieve the performance and flight characteristics which are

Weight is important because it is a basis for many flight and structural

(Continued Next Page)

208BPHCUS-00 U.S. 6-3

Specific information regarding the weight, arm, moment, and installed

6-4 U.S. 208BPHCUS-00

AIRPLANE WEIGHING FORM

208BPHCUS-00 U.S. 6-5

WEIGHT AND BALANCE RECORD

6-6 U.S. 208BPHCUS-00

(Continued Next Page)

208BPHCUS-00 U.S. 6-7

6-8 U.S. 208BPHCUS-00

2. Use the Weight and Moment Tables to determine the moment/

(Continued Next Page)

208BPHCUS-00 U.S. 6-9

335 gallons X (6.7 + 0.1 pounds per gallon) = 2278 pounds

Then calculate the revised fuel moment. The revised moment is

X (revised moment) = 2278 (revised weight)

The revised moment of X = 462.6. This value would be used on

(Continued Next Page)

6-10 U.S. 208BPHCUS-00

(Continued Next Page)

208BPHCUS-00 U.S. 6-11

(Continued Next Page)

6-12 U.S. 208BPHCUS-00

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

1. Enter flight date and number, point of departure and destination,

(Continued Next Page)

208BPHCUS-00 U.S. 6-13

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

315 X (172.1 - 192) = -12.5

The weight index of 987.5, when rounded to the next highest

(Continued Next Page)

6-14 U.S. 208BPHCUS-00

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

208BPHCUS-00 U.S. 6-15

Figure 6-3 (Sheet 1 of 2)

6-16 U.S. 208BPHCUS-00

Figure 6-3 (Sheet 1 of 2)

208BPHCUS-00 U.S. 6-17

The Passenger Version has aft passenger seating with two

The first Commuter Seating configuration has three individual, fixed-

6-18 U.S. 208BPHCUS-00

CABIN CARGO AREA

(Continued Next Page)

208BPHCUS-00 U.S. 6-19

CABIN CARGO AREA (Continued)

Between FS 332.0 and 356.0, additional cargo space is provided on a

From FS 158.00 to 332.0, seat tracks are provided and designed to

(Continued Next Page)

6-20 U.S. 208BPHCUS-00

CABIN CARGO AREA (Continued)

Maximum allowable cargo loads will be determined by the individual