SECTION 3

ABNORMAL PROCEDURES
Table Of Contents Page

Abnormal Landing 3-51

Landing with Flat Main Tire 3-51
Landing with Flat Nose Tire 3-51

Avion ics/ Autopilot. 3-51

Aileron Mistrim (+-AIL OR AIL -+ Indication PFD) 3-52
Elevator Mistrim (tELE OR J.ELE Indication PFD) 3-52
Rudder Mistrim (+-RUD OR RUD-+ Indication PFD) 3-53
Altitude Miscompare
(Amber ALT MISCOMP INDICATION PFD) 3-53
Airspeed Miscompare
(Amber lAS MISCOMP INDICATION PFD)) 3-55
Pitch/Roll/Heading Miscompare
(Amber PIT/ROLlHDG MISCOMP INDICATION PFD) 3-57
Display Unit Failure 3-58
Dual GPS Failure
(Amber "DR" or "LOI" on HSI INDICATION PFD) 3-59
Audio Panel Failure 3-60
Loss of Radio Tuning Functions 3-60
Transponder Failure 3-60
Failed Airspeed, Altitude, and/or Vertical Speed
(Red "X" on PFD Airspeed, Altitude,
and/or Vertical Speed Indicators) 3-60
Failed Attitude and/or Heading (Attitude Fail
and/or Red "X" over Heading Display on PDF) 3-62
Loss of Navigation Data (Lateral Deviation Bar
not Present and/or Glideslope Index Clears) 3-64
Inaccurate Overspeed Warning 3-64
Inaccurate Flight Director Display 3-65
BOTH ON ADC1/2 3-65
BOTH ON AHRS 1/2 3-66
Table of Contents (Continued)
BOTH ON GPS1/2 3-66
XSIDE ADC 3-66
XSIDE AHRS 3-66
Multi-Function Display Fan Failed
(White MFD FAN Fail CAS MSG) 3-67
Primary Flight Display 1 Fan Failed
(White PFD1 FAN FAIL CAS MSG) 3-67
Primary Flight Display 2 Fan Failed
(White PFD 2 FAN FAIL CAS MSG) 3-67

Doors 3-67
Upper Half of Cargo Door or Upper Half of Passenger Airstair
Door Open (Amber DOOR UNLATCHED CAS MSG) 3-67
Lower Half of Passenger Airstair Door Open. . . . . . . . . . . . . . . 3-68
Right or Left Crew Doors Open 3-68
Cargo Pod Door(s) Open 3-68

Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68
Starter Contactor Does Not Disengage After Start
(Amber STARTER ON CAS MSG) 3-68
Generator Load Above Limit
(Amber GENERATOR AMPS CAS MSG) 3-68
Altenator Load Above Limit
(Amber ALT AMPS CAS MSG) 3-68
Standby Power Inoperative
(Amber STBY PWR INOP CAS MSG) 3-69
Standby Power On
(White STBY PWR ON CAS MSG) 3-69

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
Gear Box Contamination (Amber Chip Detect CAS MSG) 3-70
Ignition On (White IGNITION ON CAS MSG) 3-70

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70

Asymmetric Flap Extension or Sudden
Flap Retraction on One Side 3-70
Flaps Fail to Extend or Retract 3-71
Table of Contents (Continued)
Fuel 3-72
Auxilliary Fuel Boost Pump ON
(Amber FUEL BOOST ON CAS MSG) 3-72
Loss of Fuel Pressure
(Amber FUEL PRESS LOW CAS MSG) 3-72
Fuel Level Low (Amber L, R, L-R FUEL LOW CAS MSG(s)) 3-72

Ice and Rain Protection 3-73

Pitot/Static Heat Failure (Amber L(R) OR L-R PIS
HEAT CAS MSG) 3-73
Stall Heat Failure (Amber STALL HEAT CAS MSG) 3-77

Miscellaneous 3-77
Emergency Descent Procedures 3-77

EXPANDED ABNORMAL
Elevator Trim 3-78
Altitude Miscompare 3-78
Airspeed Miscompare 3-78
Dual GPS Failure 3-78
Transponder Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-78
Failed Attitude and/or Heading 3-79
Both on ADC 1/2 3-79
Both on AHRS 1/2 3-79
XSIDE ADC 3-79
XSIDE AHRS 3-80
Multi-Function Display Fan Failed 3-80
Primary Flight Display 1 Fan Failed 3-80
Primary Flight Display 2 Fan Failed 3-80
Inadvertent Opening of Airplane Doors in Flight 3-80
ABNORMAL LANDING
lANDING WITH FLAT MAIN TIRE
1. Airplane............... FLY (as desired to lighten fuel load)
2. FUEL SELECTORS. . . . . . . . . . .. POSITION ONE SIDE OFF
(to lighten load on side of flat tire maximum
fuel unbalance of 200 pounds)
3. Approach NORMAL (FLAPS FULL)
4. Touchdown INFLATED TIRE FIRST
Hold airplane off flat tire as long as
possible with aileron control.
5. Directional Control . . . . . . . . . . . . . . . . . . . . . . . . .. MAINTAIN
(using brake on wheel with inflated tire as required)

lANDING WITH FLAT NOSE TIRE

1. Passengers and Baggage MOVE AFT (if practical)
Remain within approved C.G. envelope.
2. Approach NORMAL (FLAPS FULL)
3. Touchdown NOSE HIGH
Hold nose wheel off as long as possible during roll.
4. Brakes......................... MINIMUM NECESSARY

AVIONICS/AUTOPILOT

AilERON MISTRIM (rAil OR All~ INDICATION PFD)

1. Control Wheel. . . . . . . . . . . . . . . . . . . . . . . . . .. GRIP FIRMLY
2. APITRIM DISC Button PRESS
(high aileron control forces possible)

NOTE
The YAW DAMPER does not need to be disconnected for
this procedure. Therefore it is permissible to use the LEFT
half of either Manual Electric Pitch Trim Switch or 1 press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.

3. AILERON TRIM RETRIM

4. Autopilot......................... ENGAGE (as desired)
 ELEVATOR MISTRIM (tELE OR J,ELE INDICATION PFD)
1. Control Wheel. . . . . . . . . . . . . . . . . . . . . . . . . .. GRIP FIRMLY
2. APITRIM DISC Button. . . . . . . . . . . . . . . . . . . . . . . . .. PRESS
(high elevator control forces possible)

NOTE
The yaw damper does not need to be disconnected for this
procedure. Therefore it is permissible to use the LEFT half
of either Manual Electric Pitch Trim Switch or one press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.

3. Elevator Trim Switch AS REQUIRED

4. Autopilot ENGAGE (as desired)

FAA APPROVED
13-52 u.S. 208BPHBUS-01
RUDDER MISTRIM (+-RUD OR RUD-+ INDICATION PFD)
1. Rudder Pedals HOLD FIRMLY
2. APITRIM DISC Button PRESS
(high rudder control forces possible)
3. RUDDER TRIM. . . . . . . . . . . . . . . . . . . . . . . .. AS REQUIRED
4. Autopilot and Yaw Damper. . . . . . . . . .. ENGAGE (as desired)

ALTITUDE MISCOMPARE (Amber ALT MISCOMP

INDICATION PFD)
1. Altimeter Settings VERIFY
(both pilot and copilot have the correct altimeter setting)

IF ANNUNCIATION DOES NOT CLEAR

2. Pilot and Copilot Altitude COMPARE
(with Standby Altimeter)

WARNING
The Standby Altimeter uses the same static
sources as the pilot's side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.

IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD

DIFFERS)
3. SENSOR Soft key (pilot PFD) PRESS
4. ADC2 Softkey PRESS
5. PFD ADI Displays. . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC2" is displayed on both PFDs)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD

DIFFERS)
6. Autopilot DISENGAGE (altitude hold mode)
7. ALT STATIC PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.
ALTITUDE MISCOMPARE (Amber ALT MISCOMP
INDICATION PFD) (Continued)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD

STILL DIFFERS)
6. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.

NOTE
• When comparing indicated altitude to GPS altitude,
deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
guidelines to help estimate correct altitude for non-
standard conditions:

• Temperatures WARMER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

• Pressures LOWER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

5. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
6. Land as soon as practical.

IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

5. Land as soon as practical. Consider diversion to visual
conditions.
6. Maintain altitudes based on LOWEST indicated altitude.
7. ATC ADVISE (of inability to verify correct altitude)
8. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
9. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.
ALTITUDE MISCOMPARE (Amber ALT MISCOMP
INDICATION PFD) (Continued)
10. ReferenceILS Decision Heightto most accurate altimeter based
on FAF crossing.

WARNING
TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.

AIRSPEED MISCOMPARE (Amber lAS MISCOMP

INDICATION PFD)
1. Pilot and Copilot Airspeed COMPARE
(with StandbyAirspeed Indicator)

WARNING
The Standby Airspeed Indicator uses the same
Pitot-Static sources as the pilot's side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.
AIRSPEED MISCOMPARE (Amber lAS MISCOMP
INDICATION PFD) (Continued)

IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD

DIFFERS)
2. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . .. PRESS
3. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. PRESS
4. PFD ADI Displays. . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC2" is displayed on both PFDs)

IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD

DIFFERS)
2. Pilot and Copilot ALTITUDE NOTE

IF ALTITUDES AGREE
3. Airspeed 120 KIAS MINIMUM (on slowest indicator)
4. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
5. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
6. Airspeed RESUME NORMAL SPEEDS

IF ALTITUDES DO NOT AGREE

3. Refer to Abnormal Procedures, ALT MISCOMP procedure to
determine most accurate ADC.
PITCH/ROLUHEADING MISCOMPARE (Amber PIT/ROLU
HOG MISCOMP INDICATION PFD)
This message is displayed when the G1000 detects a difference
between the pilot's and copilot's attitude or heading information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.

PITCH OR ROLL MISCOMP INDICATION

1. Refer to STANDBY ATTITUDE indicator to determine which
AHRS is providing the most accurate data.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.

HEADING MISCOMP
1. Refer to Magnetic Compass to determine which AHRS is
providing the most accurate heading information.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.

NOTE
The magnetic compass is influenced by air conditioning. It
must be turned OFF prior to referencing magnetic compass
heading then may be reselected ON.
DISPLAY UNIT FAILURE
This is indicated by a complete loss of image on a display. If only
individual elements of the display are failed, refer to appropriate
procedures for the individual failures.

IF PFD
1. DISPLAY BACKUP Button PRESS (if required)
Flight and EICAS information are displayed on the MFD.

NOTE
The PFD COl SYNC and BARO SYNC settings must be ON
to allow the copilot's PFD controls to affect settings on the
MFD. These settings are accessible using the PFD MENU
button.

2. Flight Director TRANSFER

((XFR button) to operating PFD)
3. FD Modes/AUTOPILOT .. . . .. RESELECT and REENGAGE
(as required)
4. Transponder........... SWITCH (to operating transponder)
5. COM and NAV Radios. . . . . . . . . . . . . . . . . . . . . . . .. SWITCH
(to operating Com and Nav radios)
6. PFD Controls USE OPERATING PFD
(for required data entry (Com, Nav, Baro setting, etc.)

IFMFD
1. Either DISPLAY BACKUP Button. . . . . . . . . . . . . . . .. PRESS
(EIS info will be displayed on PFDs)
DUAL GPS FAILURE (Amber "DR" OR "LOI" ON HSI
INDICATION PFD)

IF ALTERNATE NAVIGATION SOURCES (ILS, LOC, VOR, DME,

AD F) ARE AVAILABLE
1. Navigation USE ALTERNATE SOURCES

IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE

Dead reckoning (DR) mode active when the airplane is greater than 30
nautical miles from the destination airport.
1. Navigation...................................... USE
(the airplane symbol and magenta course
line on the map display)

WARNING

• All information normally derived from GPS turns

amber. All of this information will become more
inaccurate over time.
• TAWS is inoperative.

NOTE
• DR mode uses heading, airspeed, and the last known
GPS position to estimate the airplane's current position.

• All maps with an airplane symbol show a ghosted

airplane and a "DR" label.
DUAL GPS FAILURE (Amber "DR" OR "LOI" ON HSI
INDICATION PFD) (Continued)
Loss of integrity (LOI) mode - active when the airplane is within 30
nautical miles of the destination airport (as calculated from the previous
GPS or DR position).
1. Navigation...................................... FLY
(towards known visual conditions or
available terminal navigation sources)
Use ATC or other information sources as possible.

NOTE
• All information derived from GPS or DR is removed from
the displays.

• The airplane symbol is removed from all maps. The map

will remain centered at the last known position. "NO GPS
POSITION" is shown in the center of the map.

• TAWS are inoperative.

AUDIO PANEL FAILURE

Audio panel failure may be indicated by a GMA FAIL Garmin System
Message or the inability to communicate using the audio panel. This
failure may also be accompanied by the loss of some aural warnings
such as Altitude Alert, Autopilot Disconnect, TAWS, and Traffic alerts.
1. AUDIO Circuit Breaker PULL
2. COM Radio USE COM1 FOR COMMUNICATION

NOTE
In the event of an audio panel failure, a fail-safe circuit
connects the pilot's headset directly to the COM 1 radio.
The speakers will be inoperative.
LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button
(affected PFD) . . . . .. PRESS AND HOLD (for 2 seconds)

NOTE
This procedure will tune the active COM field to the
emergency frequency 121.5. Certain failures of the tuning
system will automatically tune 121.5 without pilot action.

TRANSPONDER FAILURE
1. TRANSPONDER SELECT OPPOSITE
a. PFD XPDR Softkey PRESS
b. XPDR1 or XPDR2 Softkey PRESS
(to select opposite transponder)
2. XPDR1 or XPDR2 Circuit Breaker (affected side) PULL

NOTE
The second transponder is an option on the 208.

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL

SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, AND/OR
VERTICAL SPEED INDICATORS)
This indicates a loss of valid air data system information to the
respective system.

IF BOTH SIDES
1. Airspeed and Attitude. . . . . . . . . . . . . . . . . . . . . . .. MONITOR
(using standby instruments)
2. Land as soon as practical.
FAILED AIRSPEED, ALTITUDE, ANDIOR VERTICAL
SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, ANDIOR
VERTICAL SPEED INDICATORS) (Continued)

IF ONE SIDE ONLY

1. Affected PFD SENSOR Softkey . . . . . . . . . . . . . . . . .. PRESS
2. Affected PFD ADC1/2 Softkey .. SELECT (opposite side ADC)
3. PFD ADI Displays. . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
(BOTH ON ADC1 or 2 is displayed on both PFDs)

FAILED ATTITUDE ANDIOR HEADING (ATTITUDE FAIL

ANDIOR RED "X" OVER HEADING DISPLAY ON PFD)

IF BOTH SIDES . . .. MONITOR

1. Attitude '(~~i'n'g'standby attitude gyro)

NOTE
Turn off air conditioner to reference Magnetic Compass.

2. Heading................................... MONITOR
(using magnetic compass)
3. Land as soon as practical.
FAILED ATTITUDE ANDIOR HEADING (ATTITUDE FAIL
ANDIOR Red "X" OVER HEADING DISPLAY ON PFD)
(Continued)

NOTE
• The autopilot will disconnect and may not be re-
engaged.

• Reference the GPS track on MFD/PFD map to improve

situational awareness. GPS will continue to display
correct GPS based map, position, and track.

• Air conditioner will affect the magnetic compass.

IF ONE SIDE ONLY

1. Standby Attitude Gyro. . . . . . . . . . . . . . . . . . . . . . .. MONITOR
2. Affected PFD SENSOR softkey PRESS
3. Affected PFD AHRS 1/2 soft key SELECT OPPOSITE
SIDEAHRS
4. PFD ADI Displays CONFIRM
("BOTH ON AHRS 1 or 2" is displayed on both PFDs)

NOTE
The autopilot will disconnect and may not be re-engaged.
LOSS OF NAVIGATION DATA (LATERAL DEVIATION BAR
NOT PRESENT ANDIOR GLiDESLOPE INDEX CLEARS)
This indicates a loss of data from the selected NAV source. Refer to
GARMIN G1 000 Cockpit Reference Guide for additional information.
1. Opposite NAV Source. . . . . . . . . . . . . . . . . . . . . . . .. SELECT
2. PFD HSI Displays. . . . . . . . . . . . . . . .. CONFIRM OPPOSITE
(LOC1/LOC2" or "VOR1NOR2 is displayed on both PFDs)

INACCURATE OVERSPEED WARNING

Indicated by overspeed warning tone sounding when airspeed is below
the limit speed.
1. AIRSPEED CROSS CHECK
(with opposite PFD)
2. AIRSPEED...................... REDUCE (as required)

IF BOTH AIRSPEEDS INDICATE BELOW VMO AND TONE STILL

SOUNDS
3. AIR SPEED Circuit Breaker PULL
(fifth row, eighth breaker from aft)
4. Land as soon as practical.

IF AIRSPEEDS DO NOT AGREE

3. Refer to lAS MISCOMP procedure.
INACCURATE FLIGHT DIRECTOR DISPLAY
Indicated by one or both flight directors commanding attitude contrary
to intended flight path.
1. APITRIM DISC Button PRESS
2. Attitude CROSS CHECK BOTH PFDs
(with the Standby Attitude Indicator)
3. Flight Director Modes. . . . . . . . . . . .. RESELECT (as desired)

NOTE
If continued use of the flight director is desired, it is
recommended that only basic modes (i.e., ROL and PIT) be
selected initially. If this proves satisfactory, HDG and ALT
may then be selected. Make sure navigation systems are
set up correctly prior to attempting to engage NAV mode.

4. Autopilot....................... ENGAGE AS DESIRED

(if flight director commands are appropriate)

BOTH ON ADC1I2
1. PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . PRESS on PFD
(displaying data from opposite side ADC)
2. PFD ADC1/2 softkey SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC1 or 2" message clears on both PFDs)
BOTH ON AHRS 1/2
1. PFD SENSOR softkey PRESS on PFD
(displaying data from opposite side AHRS)
2. PFD AHRS 1/2 softkey SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON AHRS 1 or 2" message clears on both PFDs)

BOTH ON GPS1/2
1. GPS Status. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CHECK
a. Select MFD. . . . . . . . . . . . . . .. AUX-GPS STATUS PAGE
b. Select GPS1 then GPS2 softkeys and verify sufficient
satellite reception.

XSIDEADC
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . .. PRESS
2. PFD ADC1/2 soft key SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC1 or 2" message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC1 or 2" message clears on both PFDs)

XSIDEAHRS
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . .. PRESS
2. PFD AHRS 1/2 soft key SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON AHRS 1 or 2" message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON AHRS 1 or 2" message clears on both PFDs)
MULTI-FUNCTION DISPLAY FAN FAILED (White MFD FAN
FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker. . . . . . . . . . . . . .. CHECK IN

PRIMARY FLIGHT DISPLAY 1 FAN FAILED (White PFD1

FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker. . . . . . . . . . . . . .. CHECK IN

PRIMARY FLIGHT DISPLAY 2 FAN FAILED (White PFD 2

FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker. . . . . . . . . . . . . .. CHECK IN

DOORS

UPPER HALF OF CARGO DOOR OR UPPER HALF OF

PASSENGER AIRSTAIR DOOR OPEN (Amber DOOR
UNLATCHED CAS MSG)
1. Airspeed............... MAINTAIN LESS THAN 100 KIAS
2. WING FLAPS FULL
Wing downwash with flaps extended will move the doors near
their normally closed position.
3. If available or practical, have a second crew member go aft to
close and latch door.
4. SEAT BELTINO SMOKE Light. . . . . . . . . . . . . . . . . . . . . .. ON
5. If landing is required with door open:
a. Approach and Landing NORMAL
LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN
1. Airspeed MAINTAIN LESS THAN 100 KIAS
2. Flight Controls MANEUVER (for return for landing)
3. WING FLAPS FULL
4. Approach NORMAL
5. Landing SLIGHTLY TAIL LOW (avoid nose high flare)

RIGHT OR LEFT CREW DOORS OPEN

1. Airspeed MAINTAIN LESS THAN 125 KIAS
2. Door PULL CLOSED and LATCH

CARGO POD DOOR(S) OPEN

1. Airspeed MAINTAIN LESS THAN 125 KIAS
2. Land....................... AS SOON AS PRACTICAL
a. Approach NORMAL
b. Landing................ AVOID A NOSE HIGH FLARE

ELECTRICAL

STARTER CONTACTOR DOES NOT DISENGAGE AFTER

START (Amber STARTER ON CAS MSG)
1. Battery Switch OFF
2. External Power Unit OFF, then DISENGAGE
3. Fuel Condition Lever. CUTOFF
4. Engine Shutdown COMPLETE

GENERATOR LOAD ABOVE LIMIT (Amber GENERATOR

I
AMPS CAS MSG)
1. GEN AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CHECK

If amperes are above limit:

2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

IALTERNATOR LOAD ABOVE LIMIT (Amber ALTNR AMPS

CAS MSG)
1. ALT AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. CHECK

If amperes are above limit:

2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
STANDBY POWER INOPERATIVE (Amber STBY PWR
INOP CAS MSG)
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . .. CHECK ON

IF CAS MESSAGE REMAINS:

2. STBY ALT PWR Switch . . . . . . . . . . . . . . . . .. OFF, THEN ON

NOTE
If the STBY AL T PWR CAS MSG remains, the alternator
system may still be operational. A bus voltage surge may
have temporarily tripped the ACU (alternator control unit).
The ACU can be restored by cycling the STBY ALT PWR
Switch.

IF CAS MESSAGE STILL REMAINS:

3. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . .. OFF
Complete flight using generator power only. Avoid icing conditions.

STANDBY POWER ON (White STBY PWR ON CAS MSG)

NOTE
• During ground operations with CONDITION Lever at
LOW IDLE, it is possible that a generator underspeed
condition may occur allowing the standby alternator to
automatically assist with the electrical load. In this case
advance the CONDITION Lever to HIGH IDLE to
increase engine speed and bring the generator online.
• The Standby Alternator Power may have automaticaly
turned on due to a failure of antoher system. Address
any Red or Amber CAS MSGs that are present.
ENGINE
GEAR BOX CONTAMINATION (Amber CHIP DETECT CAS
MSG)
1. Engine Indications CAREFULLY MONITOR
(for abnormal oil pressure,
oil temperature or power indications)

CAUTION
• If engine indications are normal, proceed to
destination and determine cause of Amber CHIP
DETECT CAS MSG prior to next flight.
• If engine indications confirm Amber CHIP DETECT
CAS MSG, proceed in accordance with Engine
Failures checklists or at the discretion of the pilot and
consistent with safety, continue engine operation in
preparation for an emergency landing as soon as
possible.

IGNITION ON (White IGNITION ON CAS MSG)

1. IGNITION Switch CHECK

IF CONDITIONS WARRANT:
2. IGNITION Switch NORM

FLIGHT CONTROLS

ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP

RETRACTION ON ONE SIDE
1. Apply aileron and rudder to stop the roll.
2. WING FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. UP
3. Airspeed................ SLOW to 100 KIAS (or less)
4. If both flaps retract to a symmetrical setting:
a. Plan a flaps up landing.
b. Refer to Section 5 (notes above landing performance tables)
for increase in approach speed and landing distance.
5. If both flaps cannot be retracted to a symmetrical setting:
a. Land as soon as practical.
b. Maintain a minimum airspeed of 90 KIAS on the approach
and avoid a nose high flare on landing.
FLAPS FAIL TO EXTEND OR RETRACT
1. FLAP MOTOR and STBY FLAP MOTOR
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . .. CHECK IN
2. If flaps still fail to extend or retract:
a. Guarded and Safetied STBY FLAP MOTOR Switch
(Overhead) . . . . . . . . . . .. MOVE GUARD, BREAKING
SAFETY WIRE, AND POSITION SWITCH TO STBY
b. Guarded and Safetied STBY FLAP MOTOR UP/ DOWN
Switch (Overhead " MOVE GUARD,
BREAKING SAFETY WIRE, AND
POSITION SWITCH UP OR DOWN
Hold switch until flaps reach desired position, except release
switch before flaps reach full up or full down travel.

CAUTION
With the standby flap system in use, limit switches
which normally shut off the primary flap motor when
reaching the flap travel limits are electrically inactivated.
Therefore, the pilot must release the standby flap motor
up/down switch before the flaps reach their travel limit
to prevent overloading and damage to the flap system.

3. Guarded STBY FLAP MOTOR Switch LEAVE in STBY

(until maintenance action can be accomplished)
FUEL
AUXILIARY FUEL BOOST PUMP ON (Amber FUEL BOOST
ON CAS MSG)
1. FUEL BOOST Switch CHECK ON

IF CONDITIONS DO NOT WARRANT ITS USE:

2. FUEL BOOST Switch NORM

LOSS OF FUEL PRESSURE (Amber FUEL PRESS LOW

CAS MSG)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . .. BOTH ON
2. FUEL BOOST Switch ON
3. IGNITION Switch ON
4. If FUEL PRESS LOW CAS MSG extinguishes:
a. Carefully monitor fuel quantity and cabin odor for evidence
of a fuel leak.
b. Land as soon as practical and determine cause for motive
flow failure before next flight.
5. If FUEL PRESS LOW CAS MSG and FUEL BOOST ON CAS
MSG are illuminated:
a. Carefully monitor engine indications for sign of fuel
starvation.
b. Land as soon as possible.

FUEL LEVEL LOW (Amber L, R, L·R FUEL LOW CAS

MSG(S))
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . .. BOTH ON
2. Fuel Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. MONITOR
Maximum 200 pounds imbalance.
ICE AND RAIN PROTECTION

IPITOTI STATIC HEAT FAILURE (Amber L, R OR L-R PIS

HEAT CAS MSG)
1. PITOT HEAT Circuit Breakers (L and R) . . . . . . . .. CHECK IN
If ice begins to form near the static port of the left pitot/static tube (from
compensation ring to aft end of tube) or if amber lAS MISCOMP and/ or
ALT MISCOMP CAS messages are displayed on the pilot's PFDs:
2. Pilot and Copilot Airspeed COMPARE
(with Standby Airspeed Indicator)

WARNING

The Standby Airspeed Indicator uses the same

pitot-static sources as the pilot's side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.

3. Autopilot DISENGAGE (altitude hold mode)

4. ALT STATIC AIR PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.

IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD

DIFFERS)
2. SENSOR Softkey (pilot PFD) PRESS
3. ADC2 Soft key PRESS
4. PFD ADI Displays. . . . . . . . . . . . . . . . . . . . . . . . . . .. CONFIRM
("BOTH ON ADC2" is displayed on both PFDs)

If ice begins to form near the pitot port (forward end) of the pitot/ static
tube:
IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD
DIFFERS)
2. Pilot and Copilot Altitude NOTE
PITOT STATIC HEATER FAILURE (Amber L, R OR L-R PIS
HEATER CAS MSG) (Continued)
IF ALTITUDES AGREE
1. Airspeed 120 KIAS MINIMUM (on slowest indicator)
2. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
3. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
4. Airspeed RESUME NORMAL SPEEDS
IF ALTITUDES DO NOT AGREE (Amber ALT MISCOMP
INDICATION PFD)
1. Altimeter Settings VERIFY
(both pilot and copilot have the correct altimeter setting)
IF ANNUNCIATION DOES NOT CLEAR
2. Pilot and Copilot Altitude. . . . . . . . . . . . . . . . . . . .. COMPARE
(with Standby Altimeter)

WARNING
The Standby Altimeter uses the same static
sources as the pilot's side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.

IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD

DIFFERS)
3. SENSOR Softkey (pilot PFD) . . . . . .......... . . . .. PRESS
4. ADC2 Softkey . . . . . . . . . . . . . . . . . .......... . . . .. PRESS
5. PFD ADI Displays. . . . . . . . . . . . . . .......... . .. CONFIRM
("BOTH ON ADC2" is displayed on both PFDs)
PITOT STATIC HEATER FAILURE (Amber L, R OR L-R PIS
HEATER CAS MSG) (Continued)
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
DIFFERS)
1. Autopilot DISENGAGE (altitude hold mode)
2. ALT STATIC AIR PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD

STILL DIFFERS)
3. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.

• When comparing indicated altitude to GPS altitude,

deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
guidelines to help estimate correct altitude for
nonstandard conditions:

• Temperatures WARMER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

• Pressures LOWER than standard can cause GPS

altitude to read HIGHER than indicated altitude.
IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
4. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
Land as soon as practical.
PITOT STATIC HEATER FAILURE (Amber L, R OR L-R PIS
HEATER CAS MSG) (Continued)
IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
1. Land as soon as practical. Consider diversion to visual
conditions.
2. Maintain altitudes based on LOWEST indicated altitude.
3. ATC ADVISE
(of inability to verify correct altitude)
4. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.
6. Reference ILS Decision Height to most accurate altimeter based
on FAF crossing.

WARNING
TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.
STALL HEAT FAILURE (Amber STALL HEAT CAS MSG)
If ice is observed forming on the stall warning vane or its mounting
plate:
1. STALL WARN Circuit Breaker . . . . . . . . . . . . . . . . . .. CHECK
(verify circuit breaker is IN)

CAUTION
With continued ice buildup, expect no stall warning horn
during slow speed operation. The autopilot will not
automatically disconnect during a stall with out the stall
warning vane working properly.

2. Airspeed , MONITOR

NOTE
Do not rely on the stall warning system. Maintain airspeed
in accordance with the minimum speed for icing conditions
in Section 2, Limitations of this supplement.

MISCELLANEOUS

EMERGENCY DESCENT PROCEDURES

ROUGH AIR
1. Seats, Seat Belts, Shoulder Harnesses. . . . . . . . . .. SECURE
2. POWER Lever IDLE
3. PROP RPM Lever. . . . . . . . . . . . . . . . . . . .. MAX (full forward)
4. WING FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. UP
5. Weights and Airspeed:
8750 Pounds 148 KIAS
7500 Pounds 137 KIAS
6250 Pounds 125 KIAS
5000 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . .. 112 KIAS

SMOOTH AIR
1. Seats, Seat Belts, Shoulder Harnesses. . . . . . . . . .. SECURE
2. POWER Lever IDLE
3. PROP RPM Lever. . . . . . . . . . . . . . . . . . . .. MAX (full forward)
4. WING FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10°
5. Airspeed................................... 175 KIAS
 EXPANDED ABNORMAL

ELEVATOR MISTRIM
Indicates a mistrim of the elevator while the autopilot is engaged. The
autopilot will normally trim automatically as required. However, during
rapid acceleration, deceleration, or configuration changes, momentary
illumination of this message may occur accompanied by minor
fluctuations in the flight path. If the autopilot is disconnected while this
message is displayed, high elevator control forces are possible. In the
event of a sustained illumination, the following procedure should be
followed:

ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200
feet or greater between the pilot's and copilot's altitude information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.

AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference of 7
KIAS or greater between the pilot's and copilot's airspeed information
(10 KIAS difference during takeoff or landing roll). Refer to GARMIN
G1000 Cockpit Reference Guide for additional information.

DUAL GPS FAILURE

When both GPS receivers are inoperative, the G1000 system will enter
one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity
mode (LOI). The mode is indicated on the HSI by an amber "DR" or
"LOI". Which mode is active depends on the distance from the
destination airport in the active flight plan.

TRANSPONDER FAILURE
Transponder failure may be indicated by a red "X" across the
transponder display or failure of the transponder to accept codes or
mode changes from the PFD.
FAILED ATTITUDE ANDIOR HEADING

This message indicates a loss of pitch, roll, and/or heading information

from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information. Interference from GPS repeaters operating
inside nearby hangars can cause an intermittent loss of attitude and
heading displays while the aircraft is on the ground. This is usually
accompanied by a BOTH ON GPS1/2 message. Moving the aircraft
more than 100 yards away from the source of the interference should
alleviate the condition.

BOTH ON ADC1/2
This message is displayed on both PFDs and indicates that both pilot's
and copilot's PFDs are displaying data from the same Air Data
Computer. Normally the pilot's side displays ADC1 and the copilot's
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference
Guide for additional information.

BOTH ON AHRS 112

This message is displayed on both PFDs and indicates that both pilot's
and copilot's PFDs are displaying data from the same Attitude Heading
Reference System. Normally the pilot's side displays AHRS 1 and the
copilot's side displays AHRS 2. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.

XSIDEADC
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Air Data Computer. Normally
the pilot's side displays ADC1 and the copilot's side displays ADC 2.
Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
XSIDEAHRS
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Attitude Heading Reference
System. Normally the pilot's side displays ADC1 and the copilot's side
displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.

MULTI-FUNCTION DISPLAY FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 1 FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 2 FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

INADVERTENT OPENING OF AIRPLANE DOORS IN

FLIGHT
If any of the airplane doors should inadvertently open in flight, the
airplane should be slowed to 125 KIAS or less to reduce buffeting of the
doors. If the upper cargo door is open, slow to 100 KIAS or less and
lower flaps to full down so that wing downwash will move the door
towards its normally closed position. Closing the upper cargo door (or
upper half of the passenger door on the Standard 2088) can be
accomplished after airspeed has been reduced by pulling the door
forcefully closed and latching the door. If the door cannot be closed in
flight, a landing should be made as soon as practical in accordance
with the checklist procedures. On Cargo Versions, an open cargo door
cannot be closed in flight since the inside of the upper door has no
handle.
If any cargo pod doors inadvertently open in flight, the airplane should
be slowed to 125 KIAS or less and landed as soon as practical. During
the landing, avoid a nose-high flare to prevent dragging an open rear
cargo pod door on the runway.