Utilitarian heavy hauler

When the Cessna Caravan prototype first flew in 1982, the concept of a single-engine turboprop utility airplane was ground-breaking. There were skeptics; but once again, Cessna seemed to have its finger on the pulse of the industry, because by any measure their Caravan has proven phenomenally successful. It operates around the world on wheels, floats and skis, engaged in missions as diverse as humanitarian relief, executive transport, air freight, passenger charter, bush flying and law enforcement. Evidently, even Cessna could not anticipate the myriad ways that the Caravan would prove useful, because the design continued to evolve to meet customer demands. The original Cessna model 208A Caravan begat a menagerie of kindred variants – including the Cargomaster, the Super Cargomaster and, Cessna’s most popular model, the Grand Caravan.

In recent years, several companies have tapped into the potential of the Caravan by retrofitting them with heftier powerplants; an innovation that particularly appealed to float operators and helped the Caravan to really shine in bush operations. Cessna must have seen the logic of a more powerful Caravan. Their latest variant, the Grand Caravan EX (certified in January 2013), also carries more ponies, in the form of an 867 hp Pratt and Whitney Canada PT6A-140 engine.

I got the opportunity to test fly the beautifullyequipped Grand Caravan EX demonstrator, N505GC, at the Canadian Business Aviation Association (CBAA) convention in Vancouver last June. My guide was Cessna demonstration pilot, David Bigwood. As a demonstrator, it was clearly a “bells and whistles” airplane, equipped with air conditioning, weather radar, optional external cargo pod, the gorgeous executive “Oasis” interior and TKS “weeping wing” anti-icing system. Perhaps not every Grand Caravan EX will leave the factory so well equipped, but the demonstrator certainly highlighted the range of missions for which it can be outfitted beyond its base price of US$2.149 million.

Our demonstrator had an empty weight of 5,690 pounds, although Bigwood was keen to point out that 5,200 pounds is a more representative empty weight. With a crew of four, and 1,467 pounds of fuel (about 75 per cent of its 339 US gallon capacity), our takeoff weight was 8,082 pounds. The Grand Caravan EX is certified for a maximum gross takeoff weight of 8,807 pounds. The centre of gravity was in the middle of the envelope.

Starting out as we were from seaside Vancouver International Airport, I imagined the exotic destinations this aircraft could access. With the recent certification of Wipaire 8750 amphibious floats, the Grand Caravan EX would be akin to a magic carpet in places like coastal British Columbia. It is the first of the Model 208B “long” Caravans certified on floats, which allows for a gross weight increase to 9,062 pounds.

For our flight, the demonstrator aircraft was on wheels. Bigwood led me on a pre-flight tour. The cowling hinges upward on both sides to reveal a tidy engine compartment at working height. Access couldn’t be easier. Bigwood emphasized the large single exhaust stack, slung low under the cowling, which he claimed helps keep exhaust gases from recirculating into the cockpit. Noteworthy was the expansive 49”x50” aft cargo door; large enough, I was told, to facilitate loading of 4’x8’ sheets of plywood. Under the fuselage was the enormous external cargo pod. It adds 111.5 cubic feet of volume for up to 1,090 pounds payload, so I understand why it’s a popular option, especially considering that it only costs 5-10 knots in terms of cruise performance. The pod also houses the reservoir for the TKS “weeping wing” anti-icing system, which consists of a titanium wing leading edge, laser-cut with 700 tiny holes per square inch. It’s true. I counted. When turned on, ice protection fluid seeps from the wing, as well as protecting the propeller and windscreen. This system, introduced into the Grand Caravan in 2008, enhances its capability for flight into known icing.

Upon negotiating the “treehouse ladder” into the cockpit, I was greeted by the familiar Garmin 1000 avionics suite.

The G1000 is now nearly ubiquitous in light airplanes, and is standard in the Cessna product line from the Skyhawk to the Citation Mustang jet. Consequently, the all-electric Grand Caravan EX features both a 200-amp primary starter-generator and a 75-amp standby alternator. With the exception of the right yoke and flight display, all of the other controls and displays are on the left side of the cockpit. It seemed evident that single-pilot operation is the rule for the majority of Caravans, which helps to keep the aircraft’s operating costs affordable.

I imagined the trepidation that a young pilot might feel approaching his first check-out in a “grown up” turboprop. Fear not. The simple checklist was printed on a single laminated card. If you prefer, you can opt for a paperless cockpit, and use the G1000’s electronic checklists; but, given the simplicity of the systems, the engine starting procedure could have been written on the back of my hand. The highlights were selecting the fuel and battery switch on. The #1 avionics switch was then selected on to boot up the Garmin primary flight display for engine monitoring. The boost pump was selected on, and the starter was engaged. At 12 per cent Ng the fuel condition lever was advanced to low idle. After the engine stabilized, I selected the starter and boost pump off and selected the #2 avionics switch on to boot up the rest of the avionics. We were ready to taxi. That was it. See? Turbines are easy.

Taxiing from the busy CBAA ramp, I found the nosewheel steering precise, easily aided by differential braking where required for tight turns. Braking wasn’t required to temper taxi speed, thanks to the low idle setting on the engine. The field of view from the tall cockpit was quite satisfactory. The taxi charts on the G1000 multifunction display helped me navigate Vancouver’s apron, and I was bemused to observe that the synthetic vision display on the primary flight display (PFD) showed our position on the taxiway centreline within two feet. You could probably taxi entirely on instruments, not that I’d recommend it!

Although turbine engines don’t require a run-up check, we stopped briefly to check the overspeed governor, particle separator and standby alternator. One of the strengths of the Grand Caravan EX is that you can realistically go from loading to rolling within minutes.

It was a sodden grey morning in Vancouver as we launched from Runway 08-Right. The drizzly winds were blowing from 100 degrees at 15 knots. Flaps were set to the recommended takeoff position (labeled TO/APR). I eased the power lever forward, monitoring a somewhat lively torque response as I gingerly crept up on the torque limit of 2,397 foot-pounds. Only moderate right rudder pressure was required to counteract torque. Before I was completely finished fussing with the power, we had reached 70 knots indicated airspeed, and it was time to rotate. The published flight manual takeoff ground roll was 1,399 feet at sea level standard conditions at maximum takeoff weight. Given the favourable winds and our lighter weight to offset my indecisive fidgeting with the power, our takeoff roll was comparable. The ceiling didn’t allow for a climb performance test, but the flight manual shows a respectable maximum climb rate of 1,275 feet per minute, at sea level standard conditions and maximum takeoff weight.

The weather was too woolly to allow for much testing, so we headed over to Victoria International Airport to do some circuits. I engaged the autopilot en route at 2,000 feet (12C) to look at the cruise performance. At Bigwood’s suggestion, I set the power at 2,230 foot-pounds torque at 1,890 propeller rpm. The result was a respectable 179 knots true airspeed, at a fuel flow of 472 pounds per hour. Not bad, but if you want to stretch the fuel budget in a turboprop, climbing higher is always preferable. For comparison, had we climbed to 20,000 feet, assuming standard conditions, an indicated torque of 1,428 foot-pounds at 1,900 propeller rpm would have resulted in a comparable 176 knots true airspeed, but with fuel flow reduced to 323 pounds per hour. Of course, the trip length and prevailing winds play a significant part in determining whether one realizes any advantage from operating at those altitudes. As an unpressurized airplane with a maximum certified altitude of 25,000 feet, an oxygen system is a wise option.

Entering the circuit in Victoria, Bigwood talked me through a normal approach and landing on Runway 09. On the downwind leg, below the generous 150 KIAS speed limit, I set flaps to TO/APR, then turning final I set flaps to LAND. That’s pretty much it. There’s really not much else to fuss with, and the normal checklists are mercifully short. The flight manual prescribed an approach speed of 75-85 KIAS, but I used 85 KIAS to be conservative. Handling on approach was stable and forgiving. Maintaining speed and approach gradient were easy. Entering the flare, I brought the power to idle and was rewarded with a gentle touchdown on the big spring landing gear. In spite of the turbine engine’s distinctive whine, I could have been in any Cessna single. Around we went for another circuit.

I found myself musing on downwind that there was something familiar about flying the Grand Caravan EX. Then it occurred to me: it’s the Cessna family resemblance! I learned to fly – oh, several decades ago – in a Cessna 150. Over the intervening years, I have had opportunities to fly most of Cessna’s piston singles: 172, 180, 185, 206… and this brand new Caravan had the same friendly, stable, easyto- fly personality. In fact, I would rate the Grand Caravan EX as being easier to fly than many of the piston singles by virtue of what was absent from the instrument panel. I came up empty handed after my search for carburetor heat, mixture control, magneto switches and cowl flaps. The throttle quadrant featured a large black FAST-SLOW lever, and little else of immediate concern. By virtue of its turbine engine, management of the Caravan’s systems is in many ways simpler than Cessna’s piston-powered brethren.

Seeking a bit of a challenge, we set up for a short-field landing on the next approach. With LAND flaps deployed and the power at idle, I was rewarded with a satisfyingly steep approach at our 78 KIAS approach speed. The landing gear easily soaked up my “decisive” landing, and the combination of reverse thrust and brakes quickly brought us to a stop. The flight manual claims a landing ground roll of 1,004 feet at sea level under standard conditions at maximum gross weight. My landing roll was a bit longer, but I was being careful as this Caravan was just a “loaner.”

My time in the circuit in Victoria inclined me to think of the Grand Caravan EX as a sort of rough-and-ready cargo hauler, so it was a pleasant contrast when we picked up an IFR clearance back to Vancouver and saw the capability of the G1000 avionics suite in action. With its radar, flightinto- known-icing capability and all that fancy Garmin glass, the Grand Caravan EX is also a capable travelling machine. Minutes later, the Garmin autopilot brought us out of cloud on the centreline for Runway 08-Right; and behold, the runway looked just like the rendering on the synthetic vision display. With its impressive G1000 avionics capability, it was hard to reconcile that this was the same utility airplane we were horsing around with in the circuit minutes ago.

It’s difficult to imagine a singular mission for the Grand Caravan EX, simply because the airplane is so darned versatile. Carry people. Carry cargo. Operate from pavement, grass, gravel or water. It’s at home in the bush, but fully capable on instruments. My impression of the Grand Caravan EX was something of an aeronautical minivan; an airplane capable of so many tasks that you can’t afford to be without one. As the biggest sibling in a long Cessna lineage of strut-braced, fixed-gear, high-wing, single-engine airplanes, it may not win any beauty pageants, and it won’t win any races, but it can work productively for a living, and that’s why people buy airplanes. The Grand Caravan EX is a utilitarian airplane that can do a diverse range of missions and do them well.