Landing; Normal Landing; Short Field Landing - Cessna Grand Caravan 208B G1000 Manual

CESSNA
MODEL 208B G1000

LANDING

NORMAL LANDING

Normal landing approaches can be made with power-on or idle power
with any flap setting desired and the PROP RPM Lever set at 1900.
Use of FULL flaps is normally preferred to minimize touchdown speed
and subsequent need for braking. For a given flap setting, surface
winds and turbulence are usually the primary factors in determining the
most comfortable approach speed.
Actual touchdown should be made with idle power and on the main
wheels first, just slightly above stall speed. The nose wheel is then
gently lowered to the runway, the POWER Lever repositioned to the
BETA range, and brakes applied as required. When clear of the
runway, reposition the FUEL CONDITION Lever from HIGH IDLE to
LOW IDLE. This will reduce cabin and exterior noise levels as well as
reduce braking requirements when the POWER Lever is positioned
ahead of the REVERSE range. Landings on rough or soft fields are
accomplished in a similar manner except that the nose wheel is
lowered to the runway at a lower speed to prevent excessive nose gear
loads.
The use of BETA range after touchdown is recommended
to reduce brake wear. Generally, the POWER Lever can be
moved aft of the IDLE gate until it contacts a spring in the
control quadrant without substantial propeller erosion from
loose debris on the runway or taxiway.

SHORT FIELD LANDING

For short field landings, make a power approach at 78 KIAS with the
PROP RPM lever at MAX (full forward) and with full flaps. After all
approach obstacles are cleared, reduce power to idle. Maintain 78
KIAS approach speed by lowering the nose of the airplane. Touchdown
should be made with the POWER Lever at IDLE, and on the main
wheels first. Immediately after touchdown, lower the nose gear,
reposition the POWER Lever against the spring in the BETA range, and
apply heavy braking as required.
For maximum brake effectiveness after all three wheels are on the
ground, hold full nose up elevator and apply maximum possible brake
pressure without sliding the tires.
FAA APPROVED
208BPHBUS-00
NOTE
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SECTION 4
NORMAL PROCEDURES
U.S.
4-51