7 C208 Airframe and Accessories - Expanded Notes - Amdt 2 - 6 June 2019

MAF International
C208 Airframe and

Accessories - Expanded
Notes
PTC105-G07
Amendment 2
6 June 2019
MAF International C208 Airframe and Accessories - Expanded Notes
Fuselage
The airframe of the Cessna 208 is a Semi- Figure 1
monocoque design. This means a fuselage
structure in which longitudinal members
(stringers) as well as rings or frames which
run circumferentially around the fuselage
reinforce the skin and help carry the stress.
Front and rear carry-through spars give
strength to the wing structure to take the load
imposed on the wing by the creation of lift, and
provide stiffness to resist twisting forces.
In the wings the integral fuel tanks are located.
The tanks are formed by the forward and rear
spars and upper and lower skins
Cargo pod
The caravan can optionally be
equipped with an exterior belly
mounted cargo pod to provide
additional cargo and baggage space.
The cargo pod is manufactured from
a nomex inner housing, a layer of
Kevlar and an outer layer of
fibreglass. The pod is screwed to the
bottom of the fuselage.
For the C208 standard the volume of
the pod is 83.7 cubic feet and has a
load carrying capacity of 820 lbs (373
kg), divided over 3 compartments.
For the C208B the volume of the pod
is 111.5 cubic feet and has a load Figure 2
carrying capacity of 1090 lbs (495
kg), divided over 4 compartments.
Notes
Amendment 2 – 6 June 2019 Page 2 of 33

Limitations
Each compartment has an individual loading limitation (see table). For all
compartments a floor loading limit of 30 lbs per square feet applies. Possible
damage to the pod can be caused by loading objects with sharp edges (use a sheet
of plywood to spread out the load) or when loading dangerous goods like battery
acid not in accordance with the packaging instructions for carrying such items.
Pod C208 C208B

A 230 lbs / 104 kg 230 lbs / 104 kg
B 310 lbs / 140 kg 310 lbs / 140 kg
C 280 lbs / 127 kg 270 lbs / 122 kg
D n/a 280 lbs / 127 kg
Total: 820 lbs / 371 kg 1090 lbs / 493 kg
With the pod installed the maximum glide distances and speeds are changed. See
section 3 and 5 of POH.
Doors
Pilot and co-pilot door
Two pilot doors have internal and external door handles that
close the door securely without locking it. The co-pilot door
has a separate knob that needs to be turned to lock the door
from the inside. The pilot door can be locked from the outside
by using the key. The pilot door also incorporates a small
window that can be opened in flight to provide a suction to
clear the cabin of smoke or bad smells. Figure 3: Outside handle and
pin receptacle
Passenger and cargo door
The passenger air stair door and the cargo door each consist
of an upper and lower door. First the lower door is closed from
the outside with a latch, and then the upper door with a
separate latch, with the pin placed in the spacing. The latch
from the lower door cannot be opened when the upper door is
closed.
The lower airstair door also contains integral door support
cables and a door lowering device. The cables are for support
only, and are not intended to bear the whole weight imposed
on the lower door when the telescope dampers are not in
place correctly.
Figure 4: Inside handle and
The handle from the upper air stair door and upper cargo door u-shaped receptacle
can each be secured further by pushing it into a u-shaped
receptacle to prevent accidental opening in flight. This can only be done from the inside of the
cabin. In that case opening the door from the outside, you first need to push the aluminium knob in,
to push the handle out of the receptacle, before it can be used.

Inside the door frame of both back upper doors there is a

squat switch, connected to the red door open annunciator
light on the annunciator panel. This light will be illuminated if
the doors are not properly closed.
Both the cargo and the air stair door can be locked by using
the key.
In principle the doors do not need the latch secured into the
receptacle to stay closed in flight. However if the latch
construction is slightly loose, there is an increased chance of
especially the upper cargo door opening in flight.
Figure 5: Outside handle and
Pilots are encouraged to latch the cargo door from the inside, push button
and if possible ask a passenger to latch the air stair door.
This needs to be done before the tail stand is removed.
Passengers have to be properly briefed on how to open these doors when the latches are secured.
In case of the upper cargo door opening in flight, the door can be forced partially down by selecting
flaps down, redirecting airflow.
Figure 6: Door warning annunciator
Notes
Flight Controls and Flaps

The flight control system consists of conventional aileron, What is a Servo tab?
elevator and rudder control surfaces. The control surfaces are A servo tab is a small portion of
manually operated through mechanical linkages using a a flight control surface that
control wheel for the ailerons (and spoilers) and elevators. deploys in such a way (opposite)
Rudder pedals are used for the rudder. The Ailerons have that it helps to move the entire
servo tabs that are mechanically displaced in the opposite flight control surface in the
direction of the ailerons to provide reduced manoeuvring direction that the pilot wishes it
control wheel forces. Several lift augmentation devices are to go. A servo tab is a dynamic
device that deploys to decrease
installed on our airplanes to improve control at slow flight and
the pilots work load and de-
increase takeoff weight. stabilize the aircraft.

Ailerons, Aileron Trim and Spoilers

The aileron system is a conventional aileron, manually operated by a mechanical linkage through
the control wheel. Aileron servo tabs reduce control wheel forces, by moving in the opposite
direction of aileron movement. There is a tab on each aileron.
The cabling from the control wheel to the aileron consists of low tension (less friction) cabin and
high tension (less stretch) wing sections
Aileron trimming is achieved by the
trimmable servo tab attached to the
right aileron. It is connected
mechanically to a knob located on the
control pedestal. Rotating the knob to
the right (clockwise) trims the right
wing down, and vice versa.
On each wing there is a spoiler just
inside from the aileron and above
front of the outboard flap area. The
spoilers only move upwards, and are
activated above 5° of aileron
deflection. The ailerons provide 25°
full deflection while spoilers give 40° Figure 7: Aileron and Aileron Trim
full deflection. Spoiler travel is proportional to the aileron travel for aileron up deflection in excess of
5°, and move at double the rate.
The purpose of the spoilers is to increase lateral control at low speeds by disrupting lift over a
portion of the wing and the appropriate flap, and inducing drag. This is necessary because of the
high lateral stability resulting from the wing dihedral as well as the pendulum effect of the high wing
aircraft. The spoilers are also needed due to the relatively small ailerons in relation to the wing
span.
Notes
Elevator and Elevator Trim

The elevator is a conventional
elevator, manually operated by a
mechanical linkage through the
control wheel. The linkage is a
conventional cable drive system.
Each elevator has a leading edge tip
extension (balance horn) to provide
aerodynamic balance.
Two elevator trim tabs (one on each
elevator) provide trimming of the
elevator system.
Figure 8: Elevator

The elevator trim is actuated by

rotating a vertically mounted trim
wheel on the left side of the central
pedestal. If the aircraft is equipped
with an autopilot the elevator trim
can be adjusted manually or by an
electric trim. The electric trim uses
the same linkage. An electric
double sided up or down trim switch
will then be installed on the pilot left
side of the control wheel.
On the tail plane 36 vortex
generators (18 each side) are
installed to improve nose down
elevator and trim authority,
especially at lower speeds. The
aircraft is grounded if one vortex
generator is missing.
Figure 9: Elevator Trim
Notes

Vortex Generators
A vortex generator is a small wing like device that generates
vortices at its tip. They mix high speed/energy core flow with lower
speed/energy boundary layer flow and can thus be used to delay
flow separation.
This results in improved performance and control authority at lower
airspeeds and high angles of attack. The vortex generators are
placed in a span wise line, about 10% from the leading edge of the Figure 10
horizontal tail plane.
Figure 11: Effect of vortex generators on an air foil
Notes

Rudder and Rudder Trim

Rudder and rudder trimming is accomplished through the nose wheel bungee connected to the
rudder control system. Just as with the smaller Cessna’s, the trim wheel drives a flex shaft which in
turn deflects the rudder bars by pushing against the nose gear steering bungee.
Figure 12: Rudder and Rudder Trim
Notes
C208 Flap System

The flap design is a large span (roughly 70% of wingspan) single slot, semi fowler flap. They are
high lift, low drag devices. The flap system has 4 pre-set
positions: up, 10, 20 and 30 degrees. Normally 20 degrees
of flaps are used for takeoff unless APE STOL is installed.
The POH gives speed limitations for the use of flaps. To
protect the flap system more MAF SOP’s use lower
speeds.
Primary Flap System

Operation of the primary actuator motor is controlled by the
wing flap selector lever on the control pedestal providing
infinite pre-selection capabilities. The wing flap selector is
moved up or down in a slotted panel incorporating
mechanical stops (detents) at the 10°, 20° and full down
(30°) positions.
Electrical power is provided via the 10 A FLAP MOTOR
circuit breaker to the respective flaps-up and flaps-down
limit switches. Selecting flaps down energizes the flaps- Figure 13: Flap selector and
down relay via the down limit switch, delivering electrical follow up indicator.
power to the primary flap motor through the guarded

“normal/standby” switch and the non-energized flap-up relay to ground. As the flaps are moving,
the flap follow-up indicating system is moving to indicate flap position.
As the flaps reach the down position, the down limit switch is actuated and the down relay is de-
energized, stopping the primary flap motor operation. At this point, both sides of the primary flap
motor are grounded, providing dynamic braking action for the flaps.
Selecting flaps up energizes the flaps-up
relay via the up limit switch, delivering
electrical power to the primary flap motor
through the guarded “normal/standby”
switch and the non-energized flap-down
relay to ground. Again, as the flaps move,
a follow-up indication is provided to
indicate the flap position. As the flaps
reach the up position, the up limit switch
is actuated and the up relay is de-
energized, stopping the primary flap
motor operation. Again, at this point both
sides of the primary motor are grounded,
providing dynamic braking action for the
flaps.
Figure 14: Flap System
CAUTION
Loosening the friction lock extensively (about 15+ full
turns) can cause it to completely come out of the
engine control quadrant. This will likely mean erratic
and uncommanded flap movements as the flap
follower cam which controls the limit switches is now
loose (see figure 15).
Figure 15: Friction Lock

Notes

Standby Flap System

The standby DC electric motor provides redundant
actuation of the flaps in the event the primary
actuator motor malfunctions. Electrical controls
located in the overhead console include a guarded,
standby flap motor switch labelled NORMAL /
STBY, and a guarded standby flap motor up/down
switch labelled UP and DOWN (off in the centre
position). The guarded NORMAL position of the
NORMAL / STBY switch permits normal operation
of the flaps using the control pedestal mounted flap
selector lever.
To operate the standby flap system in the event of
a primary system failure, the guarded flap motor Figure 16: Stby flap motor switch (right)
switch must be place in the STBY position. The and up/down selector switch (left)
flaps can then be moved with the use of the UP
and DOWN switches.
Cautions regarding the Standby Flap System

Since the standby flap system does not have limit switches (and therefore no dynamic breaking),
the actuation of the standby flap motor UP and DOWN switch should be terminated just before the
flaps are observed to reach the desired position.
Many flap systems have been
damaged by running the flaps to one
extreme using the stby system,
causing expensive repairs. To
minimize that risk MAF limits the use
of the stby flaps down to not more
than 20° and up to not less than 10°.
The standby system was not
intended for regular use. Cessna's
position is that there is no more need
to test the standby flap system than
there is to test a fire extinguisher or
gear blow down bottle as part of the
pre-flight.
Remember that although there are
two flap motor systems (Primary and
Standby) they are both attached to a
common mechanical transmission
(jackscrew system). A malfunction in
any other part than the primary Figure 17: Primary and stby flap
electrical motor and its wiring cannot motor and jackscrew assembly
be corrected by using the standby
flap system.
Notes

Limitations
The standby flap motor is not intended for regular use and should not be tested.
When the standby flap motor is used in case of a primary flap motor failure the flap
travel is to be limited to deflections down to not more than 20° and up to not less
than 10°. Full up or full down flap settings are not permitted.
When the standby flap system is used the autopilot has to be switched off. The
autopilot receives an input from the primary flap motor that allows for coordinated
re-trimming of the electric trim. This is not possible with the standby flap system.
To protect the flap tracks MAF has limited the flap speeds as follows:
Flap setting POH speed MAF SOP
10° 175 130
20° 150 110
30° 125 90
Lift augmentation
APE II Kit (AeroAcoustics Payload Extender)
The APE II kit consists of two 16” long stall fences
attached to the wing leading edge just outboard of
the landing light. The purpose of these fences is to
reduce the span wise flow from wing tip to wing root
on top of the wing. This span wise flow creates
wingtip vortices resulting in induced drag.
Reducing this span wise flow reduces induced drag
from trailing edge vortices. This reduces the stall
speed and, with stall speed being a determining
factor for certificated MTOW, the MTOW can be
increased.
Figure 18: APE II kit stall fence
C208: from 3629 kg to 3793 kg (164 kg increase)
C208B: from 3969 kg to 4111 kg (142 kg increase)
It should be noted that the MLW (maximum landing weight) remains unchanged. As a general rule
of thumb at a normal block fuel flow of 290 lbs/h (C208-600) and 300 lbs/h (C208B-675) it takes
about 1.9 h to burn off the weight in fuel between MTOW and MLW for both types.
Notes

Flap Vortex boots (C208B and C208 Amphib)

On the portion of the flap behind the spoiler area, rubber vortex
generators are installed on the leading edge of the flap. The
purpose of these boots is to enhance airflow over the flap,
especially at high angles of attack (meaning with the flaps
extended) and low airspeed. See below for further information
on the function of a vortex generator.
Figure 19
Gurney Flap (C208B only)
At the trailing edge of the outboard flap a small strip is
Figure 20 installed, which is a so called “Gurney Flap”. This device
was originally used in the car racing industry. It extends
at almost 90° straight down into the airflow. It works by
creating vortices at the gurney flap which will help to
delay the airflow separation in the boundary layer on the
low pressure side of the airfoil.
Figure 21: Airflow over flap at high angle of attacks without and with Gurney Flap
Notes

Limitations
The APE II kit increases MTOW to 3793 kg (C208) or 4110 kg (C208B) but maximum
landing weight restrictions remain – as originally certified – at 3538 kg (C208) or 3856
kg (C208B).
None of the 36 vortex generators on the horizontal tail plane can be missing for the
aircraft to be airworthy.
Landing gear
The landing gear is of the tricycle type with a steerable nose wheel and two main wheels.
Main landing gear

The main landing gear consists of a
three piece steel tube landing gear
spring assembly. The center tube is
attached to each outboard tube
through a trunnion assembly. The left
and right trunnion assemblies mount
to the fuselage at two points on each
side of the lower fuselage structure.
Each trunnion assembly mounting
point utilizes a bearing and race and
a bearing cap secured by two cap
bolts. This design allows shock
absorption through the flexing of the
center tube and the pivoting of the
main gear legs in the bearings.
Sometimes a "creaking" sound cane
be heard from the center tube and
trunnions during taxi.
The 208B utilizes a three piece steel
tube landing gear spring assembly of
a slightly larger diameter than the
208 and 208A.
Standard main wheel tires for the 208
and 208A are 6.50 x 10, 8PR. The
optional tires are 8.50 x 10, 8PR.
These are installed as standard
equipment on the 208B. All tires
contain tubes.
Figure 22: Main Landing Gear Assembly
Notes

Nose landing gear

The nose gear is equipped with an oil snubber shock strut combined with a tubular drag link spring
that provides both vertical and fore/aft displacement restraint. No air pressure is required in the
strut.
The nose gear drag link spring assembly is designed to put 150 +/- 25 lbs preload on the extended
nose gear strut. This drag link spring assembly is life limited to 15,000 cycles.
The standard nose wheel tire for the 208 and
208A is 6.50 x 8, 8PR. The optional tire for
the 208 and 208A is 22 x 8, 6PR. The optional
tire for the 208 and 208A is installed as
standard equipment on the 208B. Both tires
contain tubes.
Nose gear steering is accomplished through
the pilot's rudder pedals. The steering system
utilizes a steering bungee assembly (spring
cartridge) connected to the rudder pedal
torque arms and the steering bell crank
mounted at the top of the nose gear trunnion.
When a rudder is depressed, the steering
bungee will turn the nose wheel through an
arc of approximately 15° each side of center.
By applying either left or right brake, the
degree of turn may be increased up to 56°
each side of center.
A steering stop block and lanyard are
attached to the trunnion with a bolt designed
to shear when the maximum steering angle is
exceeded (mainly during ground operations).
If this happens the stop block will hang down
on the lanyard for pilots to easily see. If this
condition is found, the nose gear and shimmy
dampener need to be inspected for damage
by an engineer before further flight.
Figure 23: Nose Landing Gear Assembly
Notes
What is a Snubber Valve?
A snubber valve is a device that
allows movement under normal
load conditions. It acts as a rigid
restraint though under impulse
loading therefore restricting
movement.

Brake System
The airplane has a single-disc, hydraulically actuated brake on each main landing gear wheel.
Each brake is connected by a hydraulic line to a master cylinder attached to each of the pilot's
rudder pedals. A brake fluid reservoir, located just forward of the firewall on the left side of the
engine compartment, provides brake fluid for the brake master cylinders. When force is applied to
the pilot's rudder pedals, either directly or through interconnecting linkage from the co-pilot's rudder
pedals, the master cylinder pistons are depressed. Brake fluid is displaced through the parking
brake valve and brake lines to actuate the brakes.
The main wheel brakes may be set by utilizing the parking brake which is operated by a handle in
the lower left side of the instrument panel. To apply the parking brake, set the brakes with the
rudder pedals. Pulling the handle aft moves the parking brake valve to a position that traps
hydraulic pressure in the brake assemblies. Pushing the handle forward releases the pressure.
Caravan I aircraft originally used solid brake discs. However, because thermal expansion of these
discs generated cracks, later model aircraft incorporated slotted discs which allow for improved
thermal expansion. The slotted disc is interchangeable with the solid disc, and it is not required for
both brakes to have the same type of brake disc installed.
Notes
APE III Kit

An Aero Acoustic Payload Extender III kit consists of a stronger main landing gear axle. Despite
the name the payload is not increased, but the modification allows the C208B to be landed at 4082
kg, which is only 28 kg under the increased maximum takeoff weight (4111 kg) of the APE II kit.
For the standard caravan the APE III kit allows the aircraft to be landed at the MTOW of 3793 kg.
APE III kit requires the installation of the APE II kit and the 29 x 11, 10 ply main wheel tires. It also
requires increased tire pressures for the main wheel tires.
Notes
Limitations
Steering limitation on the nose gear is limited to 56° either side. If this limitation is
exceeded, a frangible red block will be visible. The nose gear will need to be
inspected for damage. This limitation is normally only exceeded when the aircraft is
towed.
Tires can leak pressure of up to 5% per day
The aircraft (208B) is limited to 3984 kg/ 8785 lbs for all towing operations. This
limitation is indicated on the nose gear fairing for quick reference.

Interior Lighting
Interior lighting consists of the instrument lighting and the
cabin lighting. Instrument and control panel lighting is
provided by integral, flood, and post lights. Four concentric
dual lighting control knobs are grouped together on the
lower part of the instrument panel to the left of the control
pedestal. These four controls vary the intensity of the
instrument panel, left sidewall switch and circuit-breaker
panel, pedestal, and overhead panel lighting.
Cabin lighting is provided by four (three for C-208)
overhead panel lights installed in the interior of the
airplane. These lights along with the courtesy lights are
controlled by the “CABIN” toggle switch located on the
lighting control panel (figure 24) and a rocker switch
located on the sided wall just forward of the air stair and
cargo door. Actuating either one of these three switches
turns the cabin lights on regardless of the corresponding
position of the other switch. This circuit does not require
power to be applied to the main electrical system buses
(via Battery switch) for operation as it is powered by the
battery Bus (keep alive bus). The cabin light circuit
incorporates a solid-state timer which allows the lights to
remain illuminated for a period of 30 minutes after the Figure 24: Lighting Control Panel
lights have been turned on.
Exterior Lighting
Exterior lighting consists of three navigation
lights, two landing lights, two taxi/recognition NOTE
lights, two strobe lights, a flashing beacon, and It is not recommended that the traditional halogen
two underwing courtesy lights. All exterior lights landing lights be used to make the airplane more
are controlled by toggle switches located on the visible in the traffic pattern or enroute because of
lighting control panel on the left side of the their relatively short service life. The
intrument panel (See figure 24). The courtesy taxi/recognition lights have considerably longer
lights operate in conjunction with the cabin lights service life and are designed for this purpose.
and are controlled by the “CABIN” switch.
There is also a wing light just forward of the left
wing leading edge that can be used at night to check for ice contamination.
Notes
Figure 25: Wing Light

Pulsating LED Landing Lights

The traditional halogen landing light bulbs have been
replaced in many of the MAF I C208 with much brighter
LED lights. Also a pulsating function was installed which
makes it easier to be seen by other traffic and also lowers
the risk of bird strike according to research.
The two-position left landing switch was replaced by a
three position switch: Figure 26: LED Landing Lights
OFF (bottom position)
Left and right landing light – pulsating (middle position)
Left landing light ON (top position)
LED light bulbs have a life span of 20,000 h +, so can be left on for the whole duration of flight. The
pulsating function should be on at least for the following phases of flight:
When entering the runway until top of climb
When changing flight levels
From top of descent until exiting runway
In order to maximise the effect of the pulsating function, the
taxi/recognition lights have to be turned off, unless they too
feature LED bulbs and are connected to the pulsating function.
As a precautionary measure the pulsating function should also be
turned on whenever TAS issues a traffic advisory or proximity
warning.
Figure 27: 3-pos switch
Notes
Cabin Heating, Defrosting and Ventilating System

The temperature and volume of airflow to the cabin of the Cessna Caravan are regulated by the
cabin heating, ventilating and defrosting system. The heating, defrosting, and ventilating systems
utilize separate plenums and ducts, specifically designed for each system (see figure 28).
Heating System
In the heating system, hot compressor outlet air (P3 bleed air)
NOTE
is routed from the engine through a flow control valve and
then through a mixer/muffler, where it is mixed with cabin If more cabin heat is needed
return air or warm air from the compressor bleed valve (P2.5 while on the ground, either move
bleed air) - depending on the setting of the mixing air valve - the fuel condition lever to HIGH
IDLE and/or select the GRD
to obtain the correct air temperature before the air is routed to
position (pulled out) of the
the cabin air distribution system. Controls are provided to mixing air control.
direct the heated air to the forward and/or aft portions of the
cabin for heating and to the windshield for defrosting. See
figure 30 for a system schematic.

A two position toggle switch, labelled BLEED AIR HEAT, is located on the cabin heat control panel.
The switch controls the operation of the bleed air flow control valve. The ON position of the switch
allows the solenoid on the flow control valve to supply P3 bleed air to the control chamber of the
flow control valve. A diaphragm separates the control chamber from the P3 heating air. The
heating air in conjunction with a spring act to close the valve.
P
P2
Figure 28: Heating, Defrosting and Ventilating System
Temperature Control Valve

A rotary temperature selector knob, labeled
TEMP, is located on the cabin heat switch and
control panel. The Temperature Selector Knob
is attached to the temperature control valve.
With the BLEED AIR HEAT switch in the ON
position, clockwise rotation of the knob closes
the control valve and therefore increases the
control pressure in the control chamber of the
flow control valve (see figure 29), which will
cause the bleed air flow control valve to open,
allowing hot air to flow to the mixer/muffler and
therefore increasing heat. Likewise counter
clockwise rotation opens the control valve,
decreasing the control pressure and thus
decreasing heat.
Figure 29: Temperature Control
Valve

Notes
Flow Control Valve

The flow control valve,
also called gate valve,
acts as a variable bleed
air pressure regulator. It
consists of a pressure
operated gate valve with
a solenoid operated
control pressure valve.
The temperature control
valve in the cockpit traps
pressure in the flow
control valve, when the
system is energized.
This causes the spring
loaded gate valve to
open as control pressure
increases.
Mixer/Muffler
The mixer/muffler
assembly consists of a
muffler and bleed air
ejector. The assembly
combines regulated P3
bleed air with either P2.5
bleed air or cabin air and
routes this flow to the
cabin (see figure 31).
The ejector configuration
ensures complete mixing Figure 30: Heating and Defrosting Ventilating System
of the air sources,
thereby cooling the P3 bleed air primary flow to a usable cabin heat source temperature. The
cavity between the inner perforated tube and the outer shell is insulated to attenuate noise and to
act as muffler.
Notes

Mixing Air Valve

The mixing air valve has
two doors mechanically
linked together, with both
doors operated by a
single MIXING AIR
control (see figure 31). In
the GRD position, warm
compressor bleed air
(P2.5) is mixed with hot
compressor outlet bleed
air (P3) in the
mixer/muffler. This mode
is used during ground
operation when warm
P2.5 bleed air is
available (at power
settings below 89% Ng
for PT6A-114 or 92% Ng
for PT6A-114A) and can
be used as additional
bleed air heat to
augment the hot P3
bleed air during periods
of cold ambient
temperature.
In the FLT position
(pushed in), cabin return
air is mixed with the hot
P3 bleed air in the
mixer/muffler and P2.5
bleed air is exhausted
overboard. This
recirculation of cabin Figure 31: Mixer/Muffler and Mixing Air Valve
return air enables the
heating system to maintain the desired temperature for proper cabin heating.
CAUTION
The MIXING AIR push-pull control should always be in FLT position (pushed in) when the airplane is in
flight. Cabin return air must be allowed to flow through the mixing valve and blend with hot P3 bleed air
during high engine power operations in order to maintain proper temperature in the cabin heat distribution
system. If the FLT position is NOT used during flight, the system may overheat and cause an automatic
shutdown.
Notes

Firewall Shutoff Valve

The two firewall shutoff valves (see figure 32) are operated by a single control located on the lower
right side of the pilot’s control pedestal. With the control pushed IN, both valves are open. The
lower valve controls bleed air supply from the mixer/muffler and the upper valve controls the cabin
air return to the mixing air valve. A temperature limiter switch and a cam-operated safety switch are
installed in lower firewall shutoff valve body.
In the event of a high
air temperature
condition –
temperature exceeds
210 ± 10°F - in the
outlet duct, the
temperature limiter
switch will open and
de-energize the
solenoid valve on the
flow control valve and
shutting OFF the
source of the hot P3
bleed air from the
engine. The
temperature limiter
switch will close
when air temperature
reduces to 196 ±
21°F
The safety switch will
de-energize the
solenoid valve on the
flow control valve in
the event the firewall
shutoff valve is in the Figure 32: Firewall Shutoff Valve
closed position.
Notes

Heating and Defrosting Controls

A cabin heat control panel is located at the center
instrument panel. The panel contains three push-pull
knobs, a toggle switch, and a rotary temperature control
valve (see figure 33). The temperature control valve,
labeled TEMP HOT, controls temperature of air
entering the cabin. When the toggle switch, labeled
BLEED AIR HEAT, is placed in the ON position, the
flow control valve opens, which diverts a portion of
compressor bleed air into the heating system. A push-
pull knob, labeled MIXING AIR, is used to divert cabin
air to the mixer/muffler. Pulling the know selects the
GRD position for ground operations. Pushing the knob Figure 33: Cabin Heating Controls
in selects the FLT position for flight operations. A push-
pull know, labeled AFT CABIN-PULL, FWD CABIN-PUSH, is
CAUTION
utilized to divert heated air to outlets in the aft cabin plenums on
the left and right sidewalls or cockpit outlets. The knob may be The bleed air heat switch
moved to any intermediate position to blend air between forward MUST be in the OFF position
and aft cabin. A push-pull knob, labeled DEFREOST-PULL, FWD during engine start or either a
CABIN-PUSH, is used to divert heated air to the windshield hot start may result or
acceleration to idle may be
defrost system.
abnormal.
Notes
Ventilating System
Ventilating air is obtained through two ram air inlets, one on each wing at the upper end of the wing
struts. The ventilating air is routed thru the root of the wing into a plenum chamber located in the
centre of the cabin overhead. From there the ventilating air is distributed to individual overhead
outlets near each seat position. Two electric blowers can be installed in the overhead ventilating
system to improve ventilation especially during ground operations. For a system overview see
figure 34.
Two vent air control knobs are located on the overhead console. These knobs control the operation
of the shutoff valves in each wing, which control the flow of ventilation air to the cabin. When
rotating each vent air control toward the full open position, the ventilation fans will be turned on. If
the airplane has A/C, or previously had A/C installed, there is a common switch for both left and
right fan just above the power console.
Two additional vent knobs for cockpit ventilation are located on each side of the instrument panel.
These knobs control air through outlets on the instrument panel. Pulling each knob opens a small
air door on the fuselage exterior that allows ram air in.

Figure 34: Ventilating System
Notes

Oxygen System
The oxygen system provides the supplementary oxygen necessary for continuous flight at high
altitude. Three oxygen systems are available on the Caravan. Different systems may be installed
depending on the number of ports available (2 port, 10 port, or 14 port system). Figure 35 shows a
schematic of a 10 port system.
Figure 35: 10 Port Oxygen System
An oxygen cylinder constructed of lightweight aluminium shell wrapped with Kevlar fibre and epoxy
is installed in the top of the fuselage tail cone. The capacity of the cylinder is either 50.67 cubic foot
(2 port system) or 166.95 cubic foot (multiple port systems). Cylinder pressure is reduced to an
operating pressure of 70 psi by a pressure regulator attached to the cylinder. An oxygen shutoff
valve is included as part of the regulator assembly. It is controlled by remote shutoff valve control
lever located in the overhead console (see figure 36) and is used to shut off the supply of oxygen
to the system when not in use.

An oxygen cylinder filler valve is located on the right

side of the airplane, just aft of the passenger entry
door. Cylinder pressure is indicated by a pressure
gauge located on the overhead console above the pilot
seats (see figure 36). All systems are filled to a
pressure of 1850 psi at 70°F (21°C). Filling pressures
will vary, however, due to ambient temperature in the
filling area, and the temperature rise resulting from
compression of the oxygen.
The pressure regulator also incorporates a thermal
relief valve to protect the cylinder against over
pressure. In addition to the pressure regulator on the
oxygen cylinder, an altitude compensating regulator is
installed in the low pressure line. This altitude
compensating regulator adjusts oxygen flow based on
aircraft pressure altitude. As altitude increases, oxygen Figure 36: Oxygen Pressure Gage
flow increases. and ON/OFF Control
Section 9 Supplements of the POH contains additional information regarding the oxygen system.
Refer to the oxygen duration charts in the appropriate POH supplement to determine the oxygen
endurance.
CAUTION NOTE
The Caravan oxygen system might not provide enough Reliance on oxygen available below 200
oxygen flow for patients needing supplemental oxygen. psi is not recommended. At this reduced
pressure, flow rates are not predictable.
Notes

Vacuum System – G1000

Only the G1000 C208 in MAF I
have a vacuum system installed,
all the other avionics installed in
MAF I uses electrically operated
gyros (both primary and standby).
In the G1000 C208 the vacuum
system provides suction to operate
the standby attitude indicator only.
The bleed air pressure regulator
reduces compressor outlet bleed
air to 18 psi. Vacuum is obtained
by passing this regulated bleed air
through a vacuum ejector. Bleed Figure 37: Vacuum
air flowing through an orifice inside
the ejector creates the suction System
necessary to operate the vacuum
instruments.
The vacuum ejector is located on the forward left side of the
firewall, above the power distribution box. A vacuum relief valve
is located on the aft side of the firewall and is set to maintain the
required vacuum.
The vacuum system contains two air filters, one located aft of the
firewall and one on the vacuum relief valve, keeping dust and dirt
from entering the vacuum operated instruments.
There is no vacuum gauge and no “Low Vacuum” warning
annunciation, the pilot has to check that the “GYRO” flag has not
dropped down during flight (see figure 38).
Figure 38: Stby AI How an Ejector Works

An ejector is a pump-like device without
moving parts. It consists of a motive fluid inlet
Notes nozzle and a converging-diverging outlet
nozzle. Water, air, steam, or any other fluid
at high pressure provides the motive force at
the inlet. The Venturi effect is a particular
case of Bernoulli’s principle. Fluid under high
pressure is converted into a high-velocity jet
at the throat of the convergent-divergent
nozzle which creates a low pressure or
suction at that point. The low pressure draws
the suction fluid into the convergent-
divergent nozzle where it mixes with motive
fluid.
This type of pump is not only used to create

suction in the Caravan but also in the fuel
system to provide a head pressure to the
engine driven fuel pump.

Pitot/Static System
The pitot system utilizes a pitot assembly and
tube assembly, located in the leading edge of the
left wing (right wing for right system), just inboard
of landing lights (see figure 40). Ram air passes
through the pitot assembly, is then routed through
lines to a pressure switch (located forward of
instrument panel on instrument panel support),
and then to the airspeed indicator. The pitot
assembly incorporates two electrical heating
elements to prevent ice from obstructing passage Figure 39: De-ice/Anti-ice Switch Panel
of ram air through the pitot assembly.
The heating elements, powered by the electrical system, are controlled by a two position (ON-OFF)
toggle switch located on the de-ice/anti-ice switch panel (see figure 39) at the lower left corner of
the instrument panel. One switch controls both the left and optional the right (if installed) pitot tube
heating elements. PITOT/STATIC should be ON anytime the outside air temperature is below 5°C
(41°F).
The static system utilizes a static port, a static source drain
valve, an alternate static source selector valve assembly, NOTE
and necessary plumbing to operate airspeed indicator; The alternate static source is to be
vertical speed indicator, and altimeter. The static port is used only in emergency situations,
located in pitot assembly. A line runs from static port, when the normal system is
through tube assembly along leading edge of wing, down inoperative. When the alternate
the forward door post to the static source drain valve, static source valve is used,
which is located below and to the left of alternate static instrument readings may vary from
normal readings due to static air
source selector valve. The static source drain valve is
source being obtained from inside
located at the lowest point in system and is utilized for cabin. Refer to Sections 3 and 5 of
draining any moisture in system. The static source drain the POH for the effect of varying
valve must be closed for flight. cabin pressures on airspeed and
The alternate static source valve is located on left lower altimeter readings.
instrument panel, allowing for an alternate source of static
air pressure to be obtained from inside cabin. The right pitot/static system does not incorporate an
alternate static source selector valve. The static ports in the pitot tube are the only source of static
air for the right system.
An airspeed pressure switch in the pitot-static
system is used to activate an airspeed
warning horn. The horn is found behind the
headliner above the pilot. The horn will
operate when the airspeed is more than 175
KIAS (VMO) + 5 KIAS. A warning signal can
also be heard in the pilot’s headset.
Notes
Figure 40: Pitot/Static System

Stall Warning System

An electrically operated stall warning system is
installed on the leading edge of the left wing,
just inboard of the pitot/static tube. It warns the
pilot with an aural warning of approaching
critical angle of attack and should sound about
5 to 10 kts before the stall occurs.
The system also includes a stall warning heat,
operated by a toggle switch found to the right
of the pitot/static heat switch. Stall warning
heat should be ON anytime OAT drops below
5°C.
Some C208 have a switch installed on the
control yoke which will prevent the stall
warning horn to sound when the control yoke
is in the fully forward position. To test the stall
warning horn on pre-flight the yoke has to be
pulled back first. Figure 41: Stall Warning Vane
Notes
Fire Detection System

The fire detection system provides the means to detect an overheat condition or fire in the engine
compartment and alert the crew by a visual and audible indication. The fire detection system
consists of a heat detector loop, control box, alarm module, test switch and annunciator panel.
Heat Detection Loop

The heat detection loop is installed in the engine compartment with insulated clamps (see figure
42). The system consists of a flexible closed loop consisting of three sections connected in series.
Each section of the loop is made up of a wire surrounded by a semiconductor material enclosed
inside a steel outer shell (see figure 43). The semiconductor has high resistance at normal
operating temperature, and decreasing resistance as the temperature rises. The semiconductor
acts as an insulator between the wire and the outer shell. The outer shell is connected to ground at
the firewall and the wire inside is connected to the control box. The control box detects the change
in resistance and triggers a warning light on the annunciator panel and an audible alarm when the
temperature in the engine compartment reaches a predetermined value.
First section (fire wall) > 218°C (425°F)
Second section (around the exhaust) > 329°C (625°F)
Third section (rear engine compartment) > 232°C (450°F)

Figure 42: Heat Detection Loop
Alarm Module
The alarm module receives voltage from the
FIRE DECTOR circuit breaker. It contains
circuits that operate an internal horn. When
the alarm is provided a ground, the horn will
sound. The horn is found behind the
headliner above the pilot.
The alarm module also has an output to the
communications system audio amplifier to
provide the warning through the
headphones.
Figure 43: Heat Sensing Element

Fire Test Switch

A FIRE TEST push-button is installed near the annunciator panel to allow testing of the loop,
control box, and warning module. When pushed, the loop is connected to ground through a resistor
inside the control box. This simulated overheat condition provides low resistance in the loop, which
causes the control box to provide a ground for the annunciator light and the alarm module will
sound. This test proves loop continuity and correct operation of the annunciator light, control box,
and alarm module.
Things to consider
Inspect fire detection loop during pre-flight inspection.
When inspecting the detection loop, check for security and evidence of chafing.
Ensure loop isn’t too close to hot areas and insulators are in good condition.
Verify a “Fire Warning” is real and not a false alarm, before shutting down the engine.
Leaking bleed air may cause false alarm.
A crack in the exhaust duct could route hot exhaust gas to the heat detection loop,
causing a false alarm.
Notes

Airframe and Accessories – Questions
1. What are the limitations for use of the cargo pod?
2. Why do we encourage pilots in MAF to secure the latch of the upper cargo door and if possible
also the upper air stair door, before flight?
3. What does it mean for you as the pilot that your ailerons have servo tabs?
4. Why do we have spoilers on the caravan and how are they activated?
5. Explain briefly what a vortex generator does
6. If you have to use the stby flap system, what limitations do you need to be aware of and what
do you have to do after using the system?
7. Over the years there have been many modifications of the caravan, most of them intended to
increase MTOW. What are the downsides to this?

8. There are two limitations on the nose gear that you need to observe as a pilot, what are they?
9. Does the battery switch need to be in the ON position to be able to use the cabin lights?
10. What happens if you forget to turn the Cabin lights OFF?
11. Why is it not recommended to use the landing lights to make the airplane more visible in the
traffic pattern or enroute?
12. What is the heat source for the cabin heating system?
13. Why do you have to make sure the MIXING AIR push-pull control is in FLT position when the
airplane is in flight?
14. The heating system shuts down in flight. It was very cold, then very hot, and now it’s very cold
again. What have you possibly done wrong?

15. Why is it important to keep the pressure in the oxygen system above 200 psi?
16. How is the suction to operate the attitude indicator and the directional indicator obtained?
17. When should you turn on the PITOT/STATIC heater?
18. What do you have to be aware of when using the alternate static source?
19. Explain how the heat detection loop works?
20. What are you testing when you are pushing the FIRE TEST push-button?

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MAF International

C208 Airframe and

Amendment 2 – 6 June 2019 Page 2 of 33

Pod C208 C208B

Amendment 2 – 6 June 2019 Page 3 of 33

Inside the door frame of both back upper doors there is a

Figure 6: Door warning annunciator

Flight Controls and Flaps

Amendment 2 – 6 June 2019 Page 4 of 33

Ailerons, Aileron Trim and Spoilers

Elevator and Elevator Trim

Amendment 2 – 6 June 2019 Page 5 of 33

The elevator trim is actuated by

Figure 9: Elevator Trim

Amendment 2 – 6 June 2019 Page 6 of 33

Figure 11: Effect of vortex generators on an air foil

Amendment 2 – 6 June 2019 Page 7 of 33

Rudder and Rudder Trim

Figure 12: Rudder and Rudder Trim

C208 Flap System

Primary Flap System

Amendment 2 – 6 June 2019 Page 8 of 33

Figure 15: Friction Lock

Amendment 2 – 6 June 2019 Page 9 of 33

Standby Flap System

Cautions regarding the Standby Flap System

Amendment 2 – 6 June 2019 Page 10 of 33

Flap setting POH speed MAF SOP

10° 175 130

20° 150 110

Amendment 2 – 6 June 2019 Page 11 of 33

Flap Vortex boots (C208B and C208 Amphib)

Amendment 2 – 6 June 2019 Page 12 of 33

Main landing gear

Amendment 2 – 6 June 2019 Page 13 of 33

Nose landing gear

Amendment 2 – 6 June 2019 Page 14 of 33

APE III Kit

Amendment 2 – 6 June 2019 Page 15 of 33

Figure 25: Wing Light

Amendment 2 – 6 June 2019 Page 16 of 33

Pulsating LED Landing Lights

Figure 27: 3-pos switch

Cabin Heating, Defrosting and Ventilating System

Amendment 2 – 6 June 2019 Page 17 of 33

Figure 28: Heating, Defrosting and Ventilating System

Temperature Control Valve

Amendment 2 – 6 June 2019 Page 18 of 33

Flow Control Valve

Amendment 2 – 6 June 2019 Page 19 of 33

Mixing Air Valve

Amendment 2 – 6 June 2019 Page 20 of 33

Firewall Shutoff Valve

Amendment 2 – 6 June 2019 Page 21 of 33

Heating and Defrosting Controls

Amendment 2 – 6 June 2019 Page 22 of 33

Figure 34: Ventilating System

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Figure 35: 10 Port Oxygen System

Amendment 2 – 6 June 2019 Page 24 of 33