Piper PA-28-161 Pilot Operating Handbook

PDF

Document

REFERENCE ONLY

wArrior ii

pA-28-161

THIS ELECTRONIC VERSION

OF THE POH IS

NOT APPROVED TO

REPLACE ANY OPERATING

INFORMATION REQUIRED

BY THE REGULATIONS.

pilot’s operAting hAndbook

And

fAA Approved

AirplAne flight mAnuAl

AirplAne AirplAne seriAl no. regist. no. pA-28-161 report: vb-1180 fAA Approved by: wArd evAns d.o.A. no. so-1 dAte of ApprovAl:

August 13, 1982 piper AircrAft corporAtion vero beAch, floridA faa approved in normal and utility categories based on car 3. this handbook includes the material required to be furnished to the pilot by car 3 and constitutes the approved airplane flight manual and must be carried in the airplane at all times.

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II warning

ExtrEmE carE must bE ExErcisEd to limit thE usE of this handbook to applicablE aircraft. this handbook is valid for usE with thE airplanE idEntifiEd on thE facE of thE titlE pagE. subsEquEnt rEvisions suppliEd by pipEr aircraft corporation must bE propErly insErtEd.

REPORT: VB-1180 ii

Published by

PUBLICATIONS DEPARTMENT

Issued: August 13, 1982

Piper Aircraft Corporation

ISSUED: AUGUST 13, 1982

REVISED: JUly 17, 2015

APPLICABILITY

Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by serial number and registration number on the face of the title page of this handbook.

This handbook cannot be used for operational purposes unless kept in a current status.

WARNING

INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS

FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE

NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER

APPROVED STC INSTALLATION IS INCORPORATED ON THE

AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED

BY THE INSTALLATION MUST BE INSPECTED IN

AC C O R DA N C E W I T H T H E I N S P E C T I O N P RO G R A M

PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER

APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS

INTERFACE, OPERATING CHARACTERISTICS AND

COMPONENT LOADS OR STRESSES ON ADJACENT

STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA MAY

NOT BE VALID FOR AIRPLANES WITH NON-PIPER APPROVED

STC INSTALLATIONS.

APPLICABILITY

Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by serial number and registration number on the face of the title page of this handbook.

This handbook cannot be used for operational purposes unless kept in a current status.

WARNING

INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS

FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE

NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER

APPROVED STC INSTALLATION IS INCORPORATED ON THE

AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED

BY THE INSTALLATION MUST BE INSPECTED IN

AC C O R DA N C E W I T H T H E I N S P E C T I O N P RO G R A M

PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER

APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS

INTERFACE, OPERATING CHARACTERISTICS AND

COMPONENT LOADS OR STRESSES ON ADJACENT

STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA MAY

NOT BE VALID FOR AIRPLANES WITH NON-PIPER APPROVED

STC INSTALLATIONS.

REVISED: MARCH 1, 2005

REPORT: VB-1180 iii REVISED: MARCH 1, 2005

REPORT: VB-1180 iii

REVISIONS

The information compiled in the Pilot’s Operating Handbook, with the exception of the equipment list, will be kept current by revisions distributed to the airplane owners. The equipment list was current at the time the airplane was licensed by the manufacturer and thereafter must be maintained by the owner.

Revision material will consist of information necessary to update the text of the present handbook and/or to add information to cover added airplane equipment.

Revisions

Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the handbook in accordance with the instructions given below:

1. Revision pages will replace only pages with the same page number.

2. Insert all additional pages in proper numerical order within each section.

3. Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page.

II. Identification of Revised Material

Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the page number will indicate that an entire page was added.

Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols.

ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given below:

Title, ii through vii, 1-1 through 1-10, 2-1 through 2-9, 3-1 through

3-16, 4-1 through 4-25, 5-1 through 5-29, 6-1 through 6-17, 7-1 through 7-26,

8-1 through 8-18, 9-1 through 9-72 and 10-1 through 10-2.

REPORT: VB-1180 iv REVISED: MARCH 1, 2005

REVISIONS

Revision material will consist of information necessary to update the text of the present handbook and/or to add information to cover added airplane equipment.

Revisions

Revisions will be distributed whenever necessary as complete page replacements or additions and shall be inserted into the handbook in accordance with the instructions given below:

1. Revision pages will replace only pages with the same page number.

2. Insert all additional pages in proper numerical order within each section.

3. Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page.

II. Identification of Revised Material

ORIGINAL PAGES ISSUED

The original pages issued for this handbook prior to revision are given below:

Title, ii through vii, 1-1 through 1-10, 2-1 through 2-9, 3-1 through

3-16, 4-1 through 4-25, 5-1 through 5-29, 6-1 through 6-17, 7-1 through 7-26,

8-1 through 8-18, 9-1 through 9-72 and 10-1 through 10-2.

REPORT: VB-1180 iv REVISED: MARCH 1, 2005

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Current Revisions to the PA- 28-161 Warrior II Pilot's Operating Handbook, REPORT: VB-1180 issued August 13, 1982.

Revision

Number and Revised

Code Pages

Rev.1 4-21,

(PR821015) 4-22

5-18

6-5

7-10

Description of Revisions

Revised para. 4.27.

Revised fig. 5-15.

Revised fig. 6-3.

Revised para. 7.15.

FAA Approval

Signature and

Date

LJcuJ.

Oct. 15, 1982

Ward Evans

Rev.2 1-8

(PR830715) 2-9

6-11

6-16

7-23

8-2

8-3,

8-4

Deleted MEA.

Added GAMA placard

Revised para. 6.7.

Revised page top.

Revised para. 7.33.

Revised para. 8.3.

Revised para. 8.5. w~

July 15, 1983

Ward Evans

Rev.3 1-3

(PR840628) 1-6,

1-7

2-2

2-6

3-1

4-4

4-5

4-6

4-13

4-14

4-15

Revised para. 1. 7.

Revised para. 1.19 (b).

Revised para. 2.7.

Revised para. 2.23.

Revised para. 3.1.

Revised procedures.

Revised procedure; moved info. to pg. 4-6.

Relocated info. from pg. 4-5.

Revised para. 4.9.

Revised para. 4.9; moved info. to pg. 4-15.

Relocated info. from pg. 4-14.

REPORT: VB-1180 v

PILOT'S OPERATING HANDBOOK LOG OF REVISIONS

Revision

Number and Revised

Code Pages

Rev. 3 (cont) 7-4

7-10

7-11

8-11,

8-13,

8-14

Rev.4 7-11

(PR850712) 7-22

9-73

Rev.5

(PR880715) thru

9-77

5-22

8-1,

8-2

9-i

Description of Revisions

Revised para. 7. 7.

Revised para. 7.13.

Revised para. 7 .15.

Revised para. 8.21.

Revised para. 7 .15

Revised para. 7.26

Added Supplement 8

(Aux. Vacuum System)

Revised fig. 5.23 example.

Revised para. 8.1.

Added Supplement 8 toT.O.C.

Rev.6

(PR900228)

Rev. 7

(PR900912)

FAA Approval

Signature and

Date

LJ~

Ward Evans

June 28, 1984

..p,~~

D.H.Trompler

Sept. 23, 1985

J~w

D.H.Trompler

August 11, 1988 vi

7-24a&

7-24b

8-2&

8-3

8-11

8-12

1-3

2-3

2-3a

Added Rev. 6 to Log of

Revisions.

Added pages. Revised para. 7.35. Added

Narco ELT 910 info.

Revised para. 8.3. J~~.

Revised para's. 8.19 & 8.21. D. H :rromJer

Revised Fuel Grade Chart.

Mar. 2!2. 1290

Date

Added Rev. 7 to Log of

Revisions.

Revised para. 1.5 (c).

Revised para. 2.7 G) and (1).

Added para. 2.7 (m). Moved info. to page 2-3a.

Page added. Info. relocated from page 2-3.

REPORT: VB-1180 vi

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

PIlOT’S OPERATING hANDBOOk lOG OF REVISIONS

Revision

Number and

Code

Revised

Pages

Description of Revisions

Rev. 7 (cont) 2-3b

7-2

8-3

Page added.

Revised para. 7.5.

Revised para. 8.5.

FAA Approval

Signature and

Date

D. H. Trompler

Oct. 8, 1990

Date

Rev. 8

(PR050301) iii iv vi-a

3-5

3-13

3-14

7-11

8-1

8-1a

8-1b

8-2

Rev. 9 ii

(PR150717) vi-a

2-8

8-1b

Added Warning and moved info. to page iv.

Moved info. from page iii.

Added Rev. 8 to L of R.

Revised para. 3.3.

Revised para. 3.23.

Corrected Issued date.

Revised para. 7.15.

Moved info. to page 8-1b and revised para. 8.1.

Added page and revised para. 8.1.

Added page and moved info.

from pages 8-1 and 8-2.

Moved info. to page 8-1b and Linda J. Dicken revised para. 8.3. March 1, 2005

Added copyright info.

Added Rev. 9 to L of R.

Revised Para. 2.25.

Revised Para. 8.1.

Eric A. Wright

July 17, 2015

ISSUED: AUGUST 13, 1982

REVISED: JUly 17, 2015

REPORT: VB-1180

vi-a

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

ThIS PAGE INTENTIONAlly lEFT BlANk

REPORT: VB-1180 vi-b

ISSUED: AUGUST 13, 1982

TABLE OF CONTENTS

SECTION 1

SECTION 2

SECTION 3

SECTION 4 GENERAL

LIMITATIONS

EMERGENCY PROCEDURES

NORMAL PROCEDURES

SECTION 5

SECTION 6

SECTION 7

SECTION 8 PERFORMANCE

WEIGHT AND BALANCE

DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS

AIRPLANE HANDLING, SERVICING

AND MAINTENANCE

SECTION 9

SECTION 10 SUPPLEMENTS

OPERATING TIPS

REPORT: VB-1180 vii

TABLE OF CONTENTS

SECTION 1

GENERAL

1.1

1.3

1.5

1.7

1.9 l.l1

1.13

1.15

1.17

1.19

Paragraph

No.

Introduction ..................................... .

Engines ......................................... .

Propellers ....................................... .

Fuel ............................................. .

Oil .............................................. .

Maximum Weights ............................... .

Standard Airplane Weight ......................... .

Baggage Space ................................... .

Specific Loadings ................................. .

Symbols. Abbreviations and Terminology ............ .

Page

No.

1-1

1-3

1-4

1-5

REPORT: VB-1180

1-i

PIPER AIRCRAFT CORPORATION

PA-l8-16l~·WARRIOR II

SECTION 1

GENERAL

SECTION 1

GENERAL

1.1 INTRODUCTION

This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J. It also contains supplemental data supplied by the airplane manufacturer.

This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instructwn or a training manual and should not be used for operational purposes unless kept in a current status.

Assurance that the airplan\! is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook.

Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the liltlitations, performance, procedures and operational handling characteristics of the airplane before flight. ·

The handbook has been divided into numbered (arabic) sections, each provided with a "finger-tip" tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in ilight. The "t:.mergency Procedures"

Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1-1

SECTION I

GENERAL

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

1 - - - - - - - - - - - - - 3 5 ' - - - - - - - - - - - - - j

REPORT: VB-1180

1-2

THREE VIEW

Figure l-l

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA·28·lfil, WARRIOR U

1.3 ENGINES

(a) Number of Engines

(b) Engine Manufacturer

(d) Rated Horsepower

(e)

(t)

Rated Speed

Bore (inches)

(rpm)

(g)

(b)

Stroke (inches)

Displacement (cubic inches)

(i) Compression Ratio

(J) Engine Type

SECTION 1

GENERAL

Lycoming

0-320-D2A or 0-320-D3G

160

2700

5.125

3.875

319.8

8.5:1

Four Cylinder, Direct Drive,

Horizontally Opposed,

Air Cooled

1.5 PROPELLERS

(a) Number of Propellers

(b) Propeller Manufacturer

(d) Number of Blades

(e) Propeller Diameter (inches)

(f)

(1)

(2)

Maximum

Minimum

Propeller Type

1.7 FUEL

AVGASONLY

(a) Fuel Capacity (U.S. gal) (total)

(b) Usable Fuel (U.S. gal) (total)

(1) Minimum Octane

(2) Alternate Fuel

ISSUED: AUGUST 13,1982

REVISED: SEPTEMBER 12, 1990

Sensenich

74DM6-0-60 or

74DM6-0-58

Fixed Pitch

100 Green or 1 OOLL Blue

Aviation Grade

Refer to Fuel Requirements,

Section 8 - Handling, Servicing and Maintenance.

REPORT: VB-1180

1-3

SECTION 1

GENERAL

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR ll

1.9 OIL

(a) Oil Capacity (U.S. quarts)

(b) Oil Specification

Temp. for Starting

(1) Above 60°F

(2) 30°F to 90°F

(3) 0°F to 70°F

Single

S.A.E. 50

S.A.E. 40

S.A.E. 30

(4) Below 10°F S.A.E. 20

Refer to latest issue of Lycoming Service

Instruction 1014.

Multi

S.A.E. 40 or 50

S.A.E. 40

S.A.E. 40 or

20W-30

S.A.E. 20W-30

1.11 MAXIMUM WEIGHTS

(a) Maximum Takeoff Weight (lbs)

(b) Maximum Ramp Weight (lbs)

(d) Maximum Weight in Baggage

Compartment (lbs)

Normal

2440

2447

2440

200

Utility

2020

2027

2020

1.13 STANDARD AIRPLANE WEIGHTS

Refer to Figure 6-5 for the Standard Empty Weight and the Useful

Load.

1.15 BAGGAGE SPACE

(a) Compartment Volume (cubic feet

(b) Maximum Ramp Weight (lbs)

1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs per sq ft)

(b) Power Loading (lbs per hp)

14.4

15.3

REPORT: VB-1180

1-4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 1

GENERAL

1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot.

(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is. equal to true airspeed in standard atmosphere at sea level.

KCAS

Calibrated Airspeed expressed in Knots.

Ground Speed is the speed of an airplane relative to the ground. lAS

KIAS

Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. lAS values published in this handbook assume zero instrument error.

Indicated Airspeed expressed in Knots.

Mach Number is the ratio of true airspeed to the speed of sound.

T AS

VFE

True Airspeed is the airspeed of an airplane relative to undisturbed air which is the

CAS corrected for altitude, temperature and compressibility.

Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.

Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1-5

SECTION 1

GENERAL

V'\E/ M

Vso

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Never Exceed Speed or Mach

Number is the speed limit that should not be exceeded at any time.

Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution.

Stalling Speed or the minimum steady flight ;;peed at which the airplane is controllable.

Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration.

Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance.

Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.

(b) Meteorological Terminology

!SA International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is !5° Celsius (59°

Fahrenheit); The pressure at sea level is

29.92 inches Hg ( 1013.2 mb): The temperature gradient from sea level to the altitude at which the temperature is -56.5°C

(-69.7°f.') is -0.00198°C (-0.003564°F) per foot and zero above that altitude.

OAT Outside Air Temperature is the free. air static temperature obtained either !rom inflight temperature indications or ground meteorological source~. adjusted for instrument error and compressibility effects.

REPORT: VB-1180

1-6

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1

GENERAL

Indicated Pressure

Altitude

Pressure Altitude

Station Pressure

Wind

The number actually read rrom an altimeter when the barometric subscale has been set to 29.92 inches of mercury { (Q 13.2 · millibars).

Altitude measured from standard sea~level pressure {29.92 in. Hg) by a pressure or barometric altimeter. It is the indicatedpressure altitude corrected for position: a.nct instrument error. In this handbook. altimeter instrument errors are assumed to be zero.

Actual atmospheric pressure at field· elevation.

The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds.

Takeoff Power

Maximum Continuous Power

Maximum Climb

Power

Maximum Cruise

Power

Maximum power permissible for takeoff.

Maximum power permissible continuously during flight.

Maximum power permissible during climb.

Maximum power permissible during cruise.

{d) Engine I1Hruments

EGT l•aug..: Exhaust Gas Temperature liauge

ISSUED: Al'Gl'S'f 13. 1982

REVISED: Jl ;q: 28. 1984

REPORT: VB-1180

1-7

SECfiON l

GENERAL

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(e) Airplane Performance and Flight Planning Terminology

Climb Gradient The demonstrated ratio of the change in height during a portion of a climb. to the horizontal distance traversed in the same time interval.

Demonstrated

Crosswind

Velocity

Accelerate-Stop

Distance

Route Segment

The demonstrated crosswind velocity i~ the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests.

The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained. to bring the airplane to a stop.

A part of a route. Each end of that part is identified by (I) a geographical location or (2) a point at which a definite radio fix can be established.

(f) Weight and Balance Terminology

Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes.

Station

Arm

A location along the airplane fuselage usually given in terms of distance from the reference datum.

The horizontal distance from the reference datum to the center of gravity (C.G.) of an item.

REPORT: VB-1180

1-8

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1

GENERAL

Moment

Center of Gravity

(C.G.)

C.G. Arm

C.G. Limits

Usable Fuel

Unusable Fuel

Standard Empty

Weight

Basic Empty.

Weight

Payload

Useful Load

Maximum Ramp

Weight

The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.)

The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.

The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.

The extreme center of gravity locations within which the airplane must be operated at a given weight.

Fuel available for flight planning.

Fuel remaining after a runout test has been completed in accordance with governmental regulations.

Weight of a standard airplane including unusable fuel, full operating fluids and full oil.

Standard empty weight plus optional equipment.

Weight of occupants, cargo and baggage.

Difference between takeoff weight, or ramp weight if applicable, and basic empty weight.

Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run up fuel.)

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1-9

SECTION 1

GENERAL

Maximum

Takeoff Weight

Maximum

Landing Weight

Maximum Zero

Fuel Weight

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Maximum weight approved for the start of the takeoff run.

Maximum weight approved for the landing touchdown.

Maximum weight exclusive of usable fuel

REPORT: VB-1180

1-10

ISSUED: AUGUST 13, 1982

SECTION 2 LIMITATIONS

Paragraph

No.

Page

No.

2.1

2.3

2.5

2. 7

General . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . .

Airspeed Limitations...............................

Airspeed Indicator Markings .............. , . . . . . . . . .

Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-1

2-2

2. 9 Power Plant Instrument Markings . . • . . . . . . . . . . . . . . . . 2-3

2.11 Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.13 Center of Gravity Limits............................ 2-4

2.15 Maneuver Limits . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . 2-4

2. 17 Flight Load Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2.19 Kinds of Operation E4uipment List ...... ·............ 2-5

2.21 Fuel Limitations ...................... ~... . . . . . . • . . 2-6

2.23 Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

2.25 Placards • . . • • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

REPORT: VB-1180

2-i

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 2

LIMITATIONS

SECTION 2

LIMITATIONS

2.1 GENERAL

This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems. ·

This airplane must be operated as a normal or utility category airplane in compliance with the operating limitations stated in the form of placards and markings and those given in this section and handbook. ·

Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements).

2.3 AIRSPEED LIMITATIONS

SPEED

Never Exceed Speed (VNE) Do not exceed this speed in any operation.

Maximum Structural Cruising Speed

(VNo) Do not exceed this speed except in smooth air and then only with caution.

Maximum Flaps Extended Speed

(VFE) Do not exceed this speed w1th the tlaps extended.

KIAS

160

126

103

KCAS

153

122

100

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

2-1

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SPEED

Design Maneuvering Speed (VA} -

Do not make full or abrupt control movements above this speed.

At 2440 LBS. G.W.

At 1531 LBS. G.W.

KIAS

Ill

CAUTION

Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air.

2.5 AIRSPEED INDICATOR MARKINGS

MARKING

Red Radial Lint: (Never Exceed)

Yellow Arc (Caution Range -Smooth A;r Only)

Green Arc (Normal Operating Range)

White Arc (Flap Down)

KCAS

108

KIAS

160

126 lu 160

50 to I26

44 to 103

2.7 POWER PLANT LIMITATIONS

(a)

(b)

(c)

(d)

Number of Engines

Engine Manufacturer

Engine Model No.

Engine Operating Limits

(I)

(2)

(3)

Maximum Horsepower

Maximum Rotation Speed (RPM)

Maximum Oil Temperature

Lycoming

0-320-D2A or 0-320-DJG

160

2700

24SO F

(e) Oil Pressure

Minimum (n:d line)

(f)

(g)

Maximum (red line)

Fuel Pres~urc

Minimum (n:d line)

Maximum (red line)

Fuel (AVGAS ONLY)

(minimum ~rade}

25 PSI

100 PSI

.5 g

PSI

100 or IOOLL Aviation Grade

REPORT: VB-ll80

2-2

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFf CORPORATION

PA-28-161, WARRIOR II

SECTION 2

LIMITATIONS

(h) Number of Propellers

(i) Propeller Manufacturer

G) Propeller Model

Sensenich

74DM6-0-60 or

74DM6-0-58

(k)

(1)

Propeller Diameter

Minimum

Maximum

74DM6-0-60 Propeller Tolerance

(static rpm at maximum permissible throttle setting, Sea Level, ISA)

72IN.

74 IN.

Not above 2430 RPM

Not below 2330 RPM

N01E

Refer to the airplane maintenance manual for test procedure to determine approved static rpm under non standard conditions.

(m) 74DM6-0-58 Propeller Tolerance

(static RPM at maximum permissible throttle setting, Sea Level, ISA) Not above 2465 RPM

Not below 2365 RPM

N01E

Refer to the airplane maintenance manual for test procedure to determine approved static rpm under non standard conditions.

2.9 POWER PLANT INSTRUMENT MARKINGS

(a) Tachometer

Green Arc (Normal Operating Range)

Red Line (Maximum Continuous Power)

(b) Oil Temperature

Green Arc (Normal Operating Range)

Red Line (Maximum)

500 to 2700 RPM

2700RPM

ISSUED: AUGUST 13, 1982

REVISED: SEYfEMBER 12, 1990

REPORT: VB-1180

2-3

SECTION2

UMITATIONS

PIPERAIRCRAFf CORPORATION

PA-28-161, WARRIOR ll

2.9 POWER PLANT INSTRUMENT MARKINGS (Continued)

Green Arc (Nonnal Operating Range)

Yellow Arc (Caution Range) (Idle)

Yellow Arc (Ground Warm-Up)

Red Line (Minimum)

(d)

Red Line (Maximum)

Fuel Pressure

Green Arc (Normal Operating Range)

Red Line (Minimum)

Red Line (Maximum)

2.11 WEIGHT LIMITS

60 to90PSI

25 to 60PSI

90 to lOOPSI

25PSI

100 PSI

.5 to 8 PSI

.5PSI

8PSI

(a) Maximum Weight

(b) Maximum Ramp Weight

Normal

2440LBS

2447LBS

200LBS

Utility

2020LBS

2027 LBS

OLBS

NOTE

Refer to Section 5 (Performance) for maximum weight as limited by performance.

REPORT: VB-1180 I ISSUED: SEPTEMBER 12, 1990

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIORll

SECTION 2

LIMITATIONS

THIS PAGE INTENTIONALLY LEFT BLANK

ISSUED: SEPTEMBER 12, 1990 REPORT: VB-1180

2-3b

SECTION2

LIMITATIONS

PIPER AIRCRAFf CORPORATION

PA-28-161, WARRIOR II

2.13 CENTER OF GRAVITY LIMITS

(a) Nonnal Category

Weight

Pounds

2440

1950 (and less)

Forward Limit Rearward Limit

Inches Aft of Datum Inches Aft of Datum

88.3

83n

93.0

93n

(b) Utility Category

Weight

Pounds

1950 (and less)

2020

Forward Limit

Inches Aft of Datum

83.0

83.8

Rearward Limit

Inches Aft of Datum

93.0

NOTES

Straight line variation between points given.

The datum used is 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section.

It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions.

2.15 MANEUVER LIMITS

(a) Normal Category - All acrobatic maneuvers including spins prohibited.

(b) Utility Category- Approved Maneuvers for bank angles exceeding

6()0:

Steep Turns

Lazy Eights

Chandelles

Entry Speed

111 KIAS

REPORT: VB-1180

2-4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

2.17 FLIGHT LOAD FACTORS

(a) Positive Load Factor (Maximum)

(b) Negative Load Factor (Maximum)

SECTION 2

LIMITATIONS

Normal Utility

3.8 G 4.4 G

No inverted maneuvers approved

2.19 KINDS OF OPERATION EQUIPMENT LIST

This airplane may be operated in day or night VFR, day or night IFR when the appropriate equipment is installed and operable.

The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated and must be installed and operable for the particular kind of operation indicated.

However, certain operations may be authorized with certain listed equipment and/ or systems inoperative under certain conditions and under provisions defined by a current Minimum Equipment List (MEL) approved by the FAA which is dated concurrently with or after this Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual and authorized under an operating regulation which provides for use of an MEL.

(a) Day VFR

(l) Airspeed indicator

(2) Altimeter

(3) Magnetic compass

(4) Tachometer

(5) Oil pressure indicator

(6) Oil temperature indicator

(7) Fuel pressure indicator

(8) Fuel quantity indicator - each tank

(9) Volt-ammeter

(10) Elevator/ rudder trim indicator

(11) Alternator

( 12) Safety restraint - each occupant

(b) Night VFR

(I) All equipment required for Day VFR

(2) Position lights

(3) Instrument lights

(4) Anti-collision (strobe) lights

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

2-5

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

( 1) All equipment required for Day VFR

(2) Vacuum pump

(3) Gyro suction indicator

(d) Night IFR

( 1) All equipment required for Day and Night VFR

(2) All equipment required for Day IFR

NOTE

The above system and equipment list does not include specific flight instruments and commu-

. nication/ navigation equipment required by the

FAR Part 91 and 135 operating requirements.

2.21 FUEL LIMITATIONS

(a) Total Capacity

(b) Unusable Fuel

The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical flight attitude-:.

The usable fuel in this airplane has been determined as 24.0 gallons in each wing.

50 U.S. GAL

2 U.S. GAL

48 U.S. GAL

2.23 NOISE LEVEL

The noise level of this aircraft is 72.9 dB(A).

No determination has been made by the Federal Aviation Admini~ tration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at. into, or out of, any airport.

The above statement notwithstanding, the noise level stated above has been verified by and approved by th.: federal Aviatiuu Aomini~tration in noise level test flights conducted in accordance with FAR 36. :\ oise

Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FAR 36 noise standards applicable to thi~ type.

REPORT: VB-1180

2-6

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 2

LIMITATIONS

2.25 PLACARDS

In full view of the pilot:

THIS AIRPLANE MUST BE OPERATED AS A

NORMAL OR UTILITY CATEGORY AIRPLANE

IN COMPLIANCE WITH THE OPERATING

LIMITATIONS STATED IN THE FORM OF

PLACARDS, MARKINGS AND MANUALS.

ALL MARKINGS AND PLACARDS ON THIS

AIRPLANE APPLY TO ITS OPERATION AS A

UTILITY CATEGORY AIRPLANE. FOR NORMAL

AND UTILITY CATEGORY OPERATION, REFER

TO THE PILOT’S OPERATING HANDBOOK.

NO ACROBATIC MANEUVERS ARE APPROVED

FOR NORMAL CATEGORY OPERATIONS. SPINS

ARE PROHIBITED FOR NORMAL AND UTILITY

CATEGORY.

In full view of the pilot:

TAKEOFF CHECKLIST

Fuel on proper tank

Electric fuel pump on

Engine gauges checked

Flaps - set

Carb. heat off

Mixture set

Primer locked

Seat backs erect

Fasten belts/harness

Trim tab - set

Controls - free

Door - latched

Air conditioner off

LANDING CHECKLIST

Fuel on proper tank

Mixture rich

Electric fuel pump on

Seat backs erect

Flaps - set (White Arc)

Fasten belts/harness

Air conditioner off

The AIR COND OFF item in the above takeoff and landing checklists is mandatory for air conditioned aircraft only.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

2-7

SECTION 2

LIMITATIONS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

In full view of the pilot, in the area of the air conditioner control panel when the air conditioner is installed:

WARNING — AIR CONDITIONER MUST BE OFF TO

INSURE NORMAL TAKEOFF CLIMB PERFORMANCE.

Adjacent to upper door latch:

ENGAGE LATCH BEFORE FLIGHT

On inside of the baggage compartment door:

BAGGAGE MAXIMUM 200 LBS

UTILITY CATEGORY OPERATION — NO BAG-

GAGE OR AFT PASSENGERS ALLOWED. NORMAL

CATEGORY OPERATION - SEE PILOT’S OPER-

ATING HANDBOOK WEIGHT AND BALANCE

SECTION FOR BAGGAGE AND AFT PASSENGER

LIMITATIONS.

In full view of the pilot:

Va = 111 KIAS AT 2440# (SEE P.O.H.)

UTILITY CATEGORY OPERATION - NO AFT

PASSENGERS ALLOWED.

DEMO. X-WIND 17 KTS.

In full view of the pilot when the oil cooler winterization kit is installed:

OIL COOLER WINTERIZATION PLATE TO BE

REMOVED WHEN AMBIENT TEMPERATURE

EXCEEDS 50°F.

REPORT: VB-1180

2-8

ISSUED: AUGUST 13, 1982

REVISED: JULy 17, 2015

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 2

LIMITATIONS

In full view of the pilot:

UTILITY CATEGORY OPERATION ONLY

(I) NO AFT PASSENGERS ALLOWED.

(2) ACROBATIC MANEUVERS ARE LIMITED TO

THE FOLLOWING:

SPINS PROHIBITED

STEEP TURNS

LAZY EIGHTS

CHANDELLES

ENTRY SPEED

Ill KIAS

In full view qf the pilot:

WARNING- TURN OFF STROBE LIGHTS WHEN

IN CLOSE PROXIMITY TO GROUND OR DURING

FLIGHT THROUGH CLOUD, FOG OR HAZE.

Adjacent to fuel filler caps:

FUEL- 100 OR IOOLL AVIATION GRADE

Adjacent to fuel filler caps (serial numbers 28-8316037 and up):

AVGAS ONLY

GRADE

100

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

REPORT: VB-1180

2-9

TABLE OF CONTENTS

SECTION 3

EMERGENCY PROCEDURES

Paragraph

No.

Page

No.

3.1

3.3

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 3-1

Emergency Procedures Checklist. . . . . . . . . . . . . . . . . . . . . 3-3

Engine Fire During Start . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Engine Power Loss During Takeoff . ; . . . . . . . . . . . . . . 3-3

Engine Pow~ 3-3

Power Off Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Loss Of Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Loss Of Fuel Pressure........... . . . . . . . . . . . . . . . . . 3-5

High Oil Temperature............................ 3-5

Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Electrical Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Spin Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Open Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Engi~e Roughness . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . 3-7

3.5

3.7

3.9

Carburetor Icing .................... ·. . . . . . . . . . . . . 3-7

Amplified Emergency Procedures (General) . . . . . . . . . . . 3-9

Engine Fire During Start ...........

Engine Power Loss During Takeoff

0...............

3-9

• • • • • • • • • • 0 . 0 • • • 0

3-9

3.11 Engine Power Loss In Flight .............

0 • • • • • • • • • •

3-10

3.13 Power Off Landing ............. 0.................. 3-ll

3.15 Fire In Flight .. . .. .. .. .. . . . .. . .. .. .. . .. .. .. .. .. .. . 3-ll

3.17 LossOfOiiPressure ............................... 3-12

3.19 Loss Of Fuel Pressure.............................. 3-12

3.21 High Oil Temperature.............................. 3-13

3.23 Electrical Failures .. .. . . . . .. .. .. .. .. .. .. .. . .. . .. .. . 3-13

3.24 Electrical Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

3.25 Spin Recovery . . . .. . . . . .. . . . .. .. . .. .. . .. . .. .. . .. .. 3-14

REPORT: VB-1180

3-i

TABLE OF CONTENTS

SECTION 3 (coot)

Paragraph

No.

Page

No.

3.27 Open Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.29 Carburetor Icing................................... 3-15

3.31 Engine Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

REPORT: VB-1180

3-ii

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

SECTION 3

EMERGENCY PROCEDURES

3.1 GENERAL

The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of required (FAA regulations) emergency procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented.

Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided in Section 9

(Supplements). ·

The first portion of this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systems.

The remainder of the section is devoted to amplified emergency procedures containing additional information to provid.e the pilot with a more complete understanding of the procedures.

These procedures are suggested as a course of action for coping with the particular condition described. but are not a substitute for sound judgement and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here. this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them.

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

REPORT: VB-1180

3-1

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

3-2

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3 EMERGENCY PROCEDURES

3.3 EMERGENCY PROCEDURES CHECKLIST

ENGINE FIRE DURING START

Starter ........................................ ·. . . . . . crank engine

Mixture .............................................. idle cut-off

Throttle • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open

Electric fuel pump .......................................... OFF

Fuel selector ............................................... OFF

Abandon if fire continues

ENGINE POWER LOSS DURING TAKEOFF

If sufficient runway remains for a normal landing, land straight ahead.

If insufficient runway remains:

Maintain safe airspeed

Make only shallow turn to avoid obstructions

Flaps as situation requires

If sufficient altitude has been gained to attempt a restart:

Maintain safe airspeed

Fuel selector ....................................... switch to tank containing fuel

Electric fuel pump ...................................... check ON

Mixture ............................................. check RICH

Carburetor heat .............................................. ON

Primer .................................................... locked

If power is not regained, proceed with power off landing.

ENGINE POWER LOSS IN FLIGHT

Fuel selector .......•............................... switch to tank containing fuel

Electric fuel pump ........................................... ON

Mixture .................................................. RICH

Carburetor heat .............................................. ON

Engine gauges ................................. check for indication of cause of power loss

Primer ............................................... check lor. ked

If no fuel pressure is indicated. check tank selector position to be sure it is on a tank containing fuel.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3-3

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161. WARRIOR II

When power is restored:

Carburetor heater ........................................... OFF

Electric fuel pump .......................................... OFF

If power is not restored. prepare for power off landing.

Trim for 73 KIAS

POWER OFF LANDING

Locate suitable field.

Establish spiral pattern.

1000 ft. above field at downwind position for normal landing approach.

When field can easily be reached slow to 63 KlAS for shortest landing.

Touchdowns should normally be made at lowest possible airspeed with full flaps.

When committed to landing to landing:

Ignition .................................................... OFF

Master switch .............................................. OFF

Fuel selector ............................................... OFF

Mixture .............................................. idle cut-off

Seat belts and harnesses ...................................... tight

FIRE IN FLIGHT

Source of fire ............................................... check

Electrical fire (smoke in cabin):

Master switch .............................................. OFF

Vents ...........•.......................................... open

Cabin heat ................................................. OFF

Land as soon as practical.

Engine fire:

Fuel selector ............................................... OFF

Throttle ............................................... CLOSED

Mixture .............................................. idle cut-off

Electric fuel pump ..................................... check OFF

Heater ..................................................... OFF

Defroster .................................................. OFF

Proceed with POWER OFF LANDING procedure.

REPORT: VB-1180

3-4

ISSUED: AUGUST !3, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause.

Prepare for power off landing.

LOSS OF FUEL PRESSURE

Electric fuel pump ..........................................................................................ON

Fuel selector ............................................................................check on full tank

HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem.

Prepare for power off landing.

ELECTRICAL FAILURES

NOTE

When operating with light electrical load and a fully charged battery, the Alternator Inop. light may illuminate due to minimal alternator output.

If the alternator is functional a slight increase in electrical load should extinguish the Inop.

indication.

ALT annunciator light illuminated:

Ammeter ......................................................................Check to verify inop. alt.

If ammeter shows zero:

ALT switch ...................................................................................................OFF

Reduce electrical loads to minimum:

ALT circuit breaker ....................................................................Check and reset as required

ALT switch .....................................................................................................ON

If power not restored:

ALT switch ...................................................................................................OFF

If alternator output cannot be restored, reduce electrical loads and land as soon as practical. The battery is the only remaining source of electrical power.

ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)

ALT switch .....................................................................................................ON

BATT switch .................................................................................................OFF

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

3-5

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

LOSS OF OIL PRESSURE

Land as soon as possible and investigate cause.

Prepare for power off landing.

LOSS OF FUEL PRESSURE

Electric fuel pump ..........................................................................................ON

Fuel selector ............................................................................check on full tank

HIGH OIL TEMPERATURE

Land at nearest airport and investigate the problem.

Prepare for power off landing.

ELECTRICAL FAILURES

NOTE

When operating with light electrical load and a fully charged battery, the Alternator Inop. light may illuminate due to minimal alternator output.

If the alternator is functional a slight increase in electrical load should extinguish the Inop.

indication.

ALT annunciator light illuminated:

Ammeter ......................................................................Check to verify inop. alt.

If ammeter shows zero:

ALT switch ...................................................................................................OFF

Reduce electrical loads to minimum:

ALT circuit breaker ....................................................................Check and reset as required

ALT switch .....................................................................................................ON

If power not restored:

ALT switch ...................................................................................................OFF

If alternator output cannot be restored, reduce electrical loads and land as soon as practical. The battery is the only remaining source of electrical power.

ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)

ALT switch .....................................................................................................ON

BATT switch .................................................................................................OFF

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

3-5

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If alternator loads are reduced:

Electrical load .....................................................................Reduce to Minimum

Land as soon as practical.

NOTE

Due to increased system voltage and radio frequency noise, operation with ALT switch ON and BATT switch OFF should be made only when required by an electrical system failure.

If alternator loads are not reduced:

ALT switch ...................................................................................................OFF

BATT switch .....................................................................................As required

Land as soon as possible. Anticipate complete electrical failure.

SPIN RECOVERY

Throttle ...........................................................................................................idle

Ailerons .....................................................................................................neutral

Rudder .........................................................................................full opposite to direction of rotation

Control wheel ...................................................................................full forward

Rudder ............................................................................................neutral (when rotation stops)

Control wheel .................................................................as required to smoothly regain level flight attitude

OPEN DOOR

If both upper and lower latches are open, the door will trail slightly open and airspeeds will be reduced slightly.

To close the door in flight:

Slow airplane to 89 KIAS

Cabin vents ..................................................................................................close

Storm window ..............................................................................................open

REPORT: VB-1180

3-6

ISSUED: AUGUST 13, 1982

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If alternator loads are reduced:

Electrical load .....................................................................Reduce to Minimum

Land as soon as practical.

NOTE

Due to increased system voltage and radio frequency noise, operation with ALT switch ON and BATT switch OFF should be made only when required by an electrical system failure.

If alternator loads are not reduced:

ALT switch ...................................................................................................OFF

BATT switch .....................................................................................As required

Land as soon as possible. Anticipate complete electrical failure.

SPIN RECOVERY

Throttle ...........................................................................................................idle

Ailerons .....................................................................................................neutral

Rudder .........................................................................................full opposite to direction of rotation

Control wheel ...................................................................................full forward

Rudder ............................................................................................neutral (when rotation stops)

Control wheel .................................................................as required to smoothly regain level flight attitude

OPEN DOOR

If both upper and lower latches are open, the door will trail slightly open and airspeeds will be reduced slightly.

To close the door in flight:

Slow airplane to 89 KIAS

Cabin vents ..................................................................................................close

Storm window ..............................................................................................open

REPORT: VB-1180

3-6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROC'EDt:RES

If upper latch is open ........................................ latch

If side latch is open .......................... pull on arm rest while moving latch handle to latched position.

If both latches arc open ............................. latch side latch then top latch

ENGINE ROUGHNESS

Carburetor heat .............................................. ON

If roughne~s continues after one min:

Carburetor heat. .. : ......................................... OFF

Mixture .......................................... adjust for max. smoothness

Electric fuel pump ........................................... ON

Fuel sdl'Ctor ......................................... switch tanks

Engin~ gauges .............................................. check

Magneto switch .......................................... L then R then BOTH

If operation is satisfactory on either one. continue on that magneto at n:duccd power and full RICH mixture to first airport.

Prepare for power off landing.

CARBURETOR ICING

Carburetor heat .......•...................................... ON

Mixture .......................................... adjust for max. smoothness

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

3-7

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

3-8

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDliRES

3.5 AMPIJFIED EMERGENCY PROCEDllRES (GENERAL)

The following parug.raphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situ41tion.

3.7 ENGINE FIRE DURING START

Fnginc fires during start arc usually the result of (1\'C.:rpriming. The first attempt to extinguish the fire is to try to start the engine and draw thee xcess fuel hack into the induction system.

If a fin.: is pr~·scnt hdore the engine has ~tartcd. move the mixture control to idle cut-off. open the throttle and crank the engine. This is an attempt to draw the fire hack into the engine.

If the engine has !'.tarted. continue operating to try to pull the fin: into the engine.

In eith~·r case (ahme). if fire continue!\ more than a fe\\ ~eeonds. the fire should he extinguished hy the best available external means.

The ft~~.·l sekctor \al\·es should he OFF and th~: mixture at idle cut-off if an external lire ~:xtinguishing method is to ht: used.

3.9 ENGINE POWER LOSS DllRING TAKEOFF

Tht: proper action to he taken if loss of power occurs during takeoff will depend on the cin:umst<llll'Cs of the particular situation.

If sufficient runway remains to compleic a normallanding.land straight ahead.

If insufficient runway remains. maintain a safe airspeed and make only a shallow turn if ncccs~ary to an)id obstructions. lise of flaps depends on t hc circum!'.tanc~·~. :'\ ormally. !laps should be fully cxtcndcd for touchdown.

If !>.Uilici~o:nt altitude ha~ been gained to attempt a restart. maintain a sale airspeed und switch the fuel s..:lector to another tank containing fuel. Check the electric fuel pump to insure that it is ON and that the mixture is RICH.

The curhuretor heat should he 01\: and the primer lqckcd.

ISSUED: AUGUST 13, 1982 REPORT VB-1180

3-9

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If engine failure was caused by fuel exhaustion. power will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds.

If power is not regained. proceed with the Power Off Landingproced ure

(refer to the emergency check list and paragraph 3.13).

3.11 ENGINE POWER LOSS IN FLIGHT

Complete engine power loss is usually caused by fuel flow interruption. and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing

(refer to paragraph 3.13). An airspeed of at least 73 K lAS should be maintained.

If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel pump ON. Move the mixture control toR lCH and the carburetor heat to ON. Check the engine gauges for an indication of the cause of the power loss. Check to insure the primer is locked. If no fuel pressure is indicated. check the tank selector position to be sure it is on a tank containing fuel.

When power is restored move the carburetor heat to the OFF position and turn OFF the electric fuel pump.

If the preceding steps do not restore power. prepare for an emergency landing.

If time permits, turn the ignition switch to L then to R then back to

BOTH. Move the throttle and mixture control levers to different settings.

This may restore power if the problem is too rich or too too lean a mixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in the fuel could take some time to be used up. and allowing the engine to windmill may restore power. If power loss is due to water. fuel pressure indications will be normal.

If engine failure was caused by fuel exhaustion. power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may required up to ten seconds.

If power is not regained. proceed with the Power Off Landing procedure

(refer to the emergency checklist and paragraph 3.13).

REPORT: VB-1180

3-10

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

3.13 POWER OFF LANDING

If loss of power occurs at altitude, trim the aircraft for best gliding angle

(73 KIAS) and look for a suitable field. If measures taken to restore power are not effective. and if time permits. check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard. let him help.

When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position to make a normal landing approach. When the field can easily be reached. slow to 63 KIAS for the shortest landing. Excess altitude may be lost by widening your pattern. using flaps or slipping. or a combination of these.

Tow;hdown should normally be made at the lowest possible airspeed.

When committed to a landing. shut OFF the master and ignition switches. Flaps may he used as desired. Turn the fuel selector \'ah·e to OFF and move the mixture to idle cut-off. The seat belts and shoulder harnesses should be tightened. Touchdown should be normaily made at the lowest possible a irs peed.

3.15 FIRE IN FLIGHT

The presence of fire is noted through smoke. smell and heat in the cabin.

It is essential that the source of the fire be promptly identified through instrument readings. characteristics of the smoke. or other indications since the action to be taken differs somewhat in each case.

Check for the source of the fire first.

If an electrical fire is indicated (smoke in the cabin). the master switch should be turned OFF. The cabin vents should he opened and the cabin heat turned OFF. A landing should be made as soon as possihle.

If an engine fire is present. switch the fuel selector to OFF and close the throttle. The mi:-<ture should he at idle cut-off. Turn the ch:ctric fuel pump

OFF. In all cases, the heater and defroster should he OFF. II' radio communication is not rcljui red. select master switch OFF. Pmcced with power niT landing procedure.

ISSUED: AUGUST 13, 1982 REPORT VB-1180

3·11

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

:-.IOTE

The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgement should be the determining factor for action in such an emergency.

3.17 LOSS OF OIL PRESSURE

Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage.

A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction. the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily. as this may hasten complete power loss.

Depending on the circumstances. it may be advisable to make an off airport landing while power is still available. particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent. and an airport is not close.

If engine stoppage occurs. proceed with Power Off Landing.

3.19 LOSS OF FUEL PRESSURE

If loss of fuel pressure occurs. turn ON the electric fuel pump and check that the fuel selector is on a full tank.

If the problem is not an empty tank. land as soon as practical and have the engine-driven fuel pump and fuel system checked.

REPORT: VB-1180

3-12

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

3.21 HIGH OIL TEMPERATURE

An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated.

A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure.

3.23 ELECTRICAL FAILURES

NOTE

When operating with light electrical load and a fully charged battery, the Alternator Inop. light may illuminate due to minimal alternator output.

If the alternator is functional a slight increase in electrical load should extinguish the Inop.

indication.

Loss of alternator output is detected through zero reading on the ammeter.

Before executing the following procedure, ensure that the reading is zero, and not merely low, by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed.

The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit.

The next step is to attempt to reset the overvoltage relay.This is accomplished by moving the ALT switch to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and up) this procedure should return the ammeter to a normal reading.

If the ammeter continues to indicate ZERO output, or if the alternator will not remain reset, turn off the ALT switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery.

3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)

If abnormally high alternator output is observed (more than 20 amps above known electrical load for the operating conditions), it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery, the indication should begin to decrease toward normal within 5 minutes.

If the overload condition persists, attempt to reduce the load by turning off non-essential equipment.

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

3-13

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

3.21 HIGH OIL TEMPERATURE

3.23 ELECTRICAL FAILURES

NOTE

When operating with light electrical load and a fully charged battery, the Alternator Inop. light may illuminate due to minimal alternator output.

If the alternator is functional a slight increase in electrical load should extinguish the Inop.

indication.

Loss of alternator output is detected through zero reading on the ammeter.

The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit.

3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load)

If the overload condition persists, attempt to reduce the load by turning off non-essential equipment.

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

3-13

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Turn the BATT switch OFF and the ammeter should decrease. Turn the

BATT switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the BATT switch OFF and land as soon as possible. All electrical loads are being supplied by the alternator.

NOTE

Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the

BATT switch OFF should be made only when required by an electrical failure.

3.25 SPIN RECOVERY

Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the throttle to idle and the ailerons to neutral.

Full rudder should then be applied opposite to the direction of rotation followed by control wheel full forward. When the rotation stops, neutralize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude.

3.27 OPEN DOOR

The cabin door on the Cherokee is double latched, so the chance of it springing open in flight at both the top and side are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open.

If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly.

To close the door in flight, slow the airplane to 89 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the arm rest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch.

REPORT: VB-1180

3-14

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Turn the BATT switch OFF and the ammeter should decrease. Turn the

NOTE

Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the

BATT switch OFF should be made only when required by an electrical failure.

3.25 SPIN RECOVERY

Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the throttle to idle and the ailerons to neutral.

3.27 OPEN DOOR

If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly.

REPORT: VB-1180

3-14

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 3

EMERGENCY PROCEDURES

3.29 CARBURETOR ICING

Under certain moist atmospheric conditions at temperatures of -5°C to 20°C. it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and absorption of heat from this air by vaporization of the fuel.

To avoid this. carburetor preheat is provided to replace the heat lost by vaporization. Carburetor heat should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness.

3.41 ENGINE ROUGHNESS

Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM. and may be accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate. restoration of full power may not be possible: therefore. prompt action is required.

Turn carbureto:· heat on (See Note). RPM will decrease slightly and roughness will increase. Wait for a decrease in engine roughness or an increase in RPM. indicating ice removal. If there is no change in approximately one minute. return the carburetor heat to OFF.

If the engine is still rough. adjust the mixture for maximum smoothness.

The engine will run rough if the mixture is too rich or too lean. The electric fuel pump should be switched to ON and the fuel selector switched to the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal. proceed accordingly. Move the magneto switch to L then to R, then back to BOTH.

If operation is satisfactory on either magneto. proceed on that magneto at reduced power. with mixture full RICH to a landing at the first available airport.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3-15

SECTION 3

EMERGENCY PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If roughness persists. prepare for a precautionary landing at pilot's discretion.

NOTE

Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice which will refreeze in the intake system. Therefore when using carburetor heat always use full heat~ and. when ice is removed. return the control to the full cold position.

REPORT: VB-1180

3-16

ISSUED: JULY I, 1982

TABLE OF CONTENTS

SECTION 4

NORMAL PROCEDURES

4.7

4.9

4.11

4.13

4.15

4.17

4.19

Paragraph

No.

4.1

4.3

4.5

General ......................................... .

Airspeeds For Safe Operations ..................... .

Normal Procedures Check List ..................... .

P reparation .................................... .

Preflight Check ................................. .

Before Starting Engine .......................... .

Starting Engine When Cold ...................... .

Starting Engine When Hot ....................... .

Starting Engine When Flooded ................... .

Starting With External Power Source ............. .

\Varm-Up ..................................... .

Taxiing ........................................ .

Ground Check ................................. .

Before Takeoff ................................. .

Takeoff ....................................... .

Climb ......................................... .

Cruising ....................................... .

Descent ....................................... .

Approach And Landing .................. , ...... .

Stopping Engine ................................ .

Parking ....................................... .

Amplified Normal Procedures (General) ............. .

Preflight Check ................................... .

Before Starting Engine ............................ .

Starting Engine ................................... .

Wa~~-Up ........ .- .............................. .

Tax11ng .......................................... .

Ground Check ................................... .

Page

No.

4-1

4-2

4-3

4-4

4-6

4-7

4-8

4-9

4-10

4-11

4-12

4-15

4-17

4-18

REPORT: VB-1180

4-i

TABLE OF CONTENTS

SECTION 4 (cont)

Paragraph

No.

Page

No.

4.21 Before Takeoff.................................... 4-19

4.23 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20

4.25 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

4.27 Cruising . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . 4-21

4.29 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.31 Approach And Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23

4.33 Stopping Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

4.35 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

4.37 Stalls . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.39 Turbulent Air Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.41 Weight And Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

REPORT: VB-1180

4-ii

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

SECTION 4

NORMAL PROCEDURES

4.1 GENERAL

This section describes the recommended procedures for the conduct of norma 1 operations for the Warrior I I. All of the rcqui red (FAA regulations) procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented.

Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9

(Supplements).

These procedures are provided to present a source of reference and review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane.

The first portion of this section consists of a short form checklist which supplies an action sequence for normal operations with little emphasis on the operation of the systems.

The remainder of the section is devoted to amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lengthy explanations. The short form checklist should be used for this purpose.

ISSUED: AUGUST 13, 1982 REPORT: VB-ll80

4-1

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

4.3 AIRSPEEDS FOR SAFE OPERATIONS

The following airspeeds are those which are significant to the operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level.

Performance for a specific airplane may vary from published figures depending upon the equipment installed: the condition of the engine. airplane and equipment: atmospheric conditions and piloting technique.

(a)

(b)

(c)

Best Rate of Climb Speed

Best Angle of Climb Speed

Turbulent Air Operating Speed (See Subsection 2.3)

(d) Maximum Flap Speed

(e) Landing Final Approach Speed (Flaps 40°)

(f) Maximum Demonstrated Crosswind Velocity

79 KIAS

63 KIAS

Ill KJAS

103 KIAS

63 KIAS

!7 KTS

REPORT: VB-1180

4-2

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

.......................................

.. ·

. .................................. .

WALK·AROrND

Figure 4-l

4.5 NORMAl- PROCEDURES CHECK!.IST

PREPARATION

Airplane status .......................... airworthy. papers on board

Weather ................................................. suitable

Baggage ..................................... weighed, stowed, tied

Weight and C. G ....................................... within limits

Navigation ................................................ planned

Charts and navigation equipment ........................... on board

Performance and range .......................... computed and safe

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

.J-3

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

PREFLIGHT CHE~K

COCKPIT

Control wheel ........................................ release belts

Avionics ................................................... OFF

Parking brake ................................................ Set

Electric switches ............................................ OFF

Magneto switch ............................................. OFF

Mixture .............................................. idle cut-off

Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Fuel quantity gauges ........................................ check

Annunciator panel .......................................... check

Master switch .............................................. OFF

Flight controls .............................................. check

Flaps , ..................................................... check

Trim ........................................... check, set neutral

Pitot drain ......................................... DRAIN. close

Static drain ........................................ DRAIN. close

Windows ............................................ check. clean

Tow bar .................................................... stow

Baggage .................................................. secure

Baggage door ......................................... close, secure

RIGHT WING

Wing ....................................... free of ice, snow. frost

Control surfaces ............................ check for interference free of ice. snow. frost

Hinges ....................................... check for interference

Static wicks ................................................ check

Wing tip and lights .......................................... check

Fuel tank ........................................... check supply visually - secure caps

Fud tank sump .............................. drain. check for water. sediment and proper fuel

Fud vent .................................................. clear

Tie down and chock ....................................... remove

Main gear strut ............................................ proper inflation (4.50 in.)

Tire ....................................................... check

Brake block and discs ....................................... check

Fresh air inlet .............................................. clear

REPORT: VB-1180

4-4

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

NOSE SECTION

Fuel i:lnd oil ....................................... check for leaks

Cowling .................................................. secure

Windshield ................................................. clean

Propeller and spinner ........................................ check

Air inlets .................................................. clear

Alternator belt ....................................... check tension

Landing light ............................................... check

Nose chock .............................................. remove

Nose gear strut .... , ....................................... proper inflation (3.25 in.)

Nose wheel tire .............................................. check

Oil .......... .' .............................•.......... check level

Dipstick .......................................... properly seated

Fuel strainer ................................ drain. check for water., sediment and proper fuel

LEFT WJN"G

Wing ....................................... free of icc. snow. frost

Fresh air inlet .............................................. clear

Main gear strut , ...............•........................... proper inflation (4.50 in.)

Tire ..................................................... ~ . check

Brake block and discs ....................................... check

Fuel tanks .......................................... check supply visually - secure caps

Fuel tank sumps ............................. drain. check for water. sediment and proper fuel

Tie down and chock ......•................................ remove

Pi tot head ......................................... remove cover holes clear

Wing tip and lights: ......................................... check

Control surfaces ............................ check for interference free of ice. snow. frost

Hinges .............................•......... check for interference

Static wicks ...........•.................................... check

FUSELAGE

An ten nus .................................................. check

Empennage ...........•.................... Free of ice. snow. frost

ISSUED: Al:GUST 13, 1982

REVISED: JUNE 28, 1984

REPORT: VB-1180

4-5

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Fresh air inlet .............................................. clear

Stabilator and trim tab ........................ check for interference

Tie down ................................................ remove

Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Cockpit lighting ............................................ check

Nav and strobe lights ........................................ check

Stall warning ............................................... check

Pi tot heat .................................................. check

All switches ................................................ OFF

Passengers ................................................ board

Cabin door ....................................... close and secure

Seat belts and harnesses .............................. fasten - check interia reel

BEFORE STARTING ENGINE

Brakes ....................................................... set

Carburetor heat .......................................... full OFF

Fuel selector ......................................... desired tank

Radios .................................................... OFF

STARTING ENGINE WHEN COLD

Throttle ............................................... I 1 4" open

Master switch ............................................... ON

Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Mixture .............•................................. full RICH

Starter .................................................... engage

Throttle .................................................. adjust

Oil pressure ................................................ check

If engines does not start within I 0 sec .• prime and repeat starting procedure.

STARTING ENGINE WHEN HOT

Throttle ............................................... I I 2" open

Master switch ............................................... ON

Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Mixture ............................................... full RICH

Starter .................................................... engage

REPORT: VB-1180

4-6

ISSUED: AUGUST 13, 1982

REVISED: JUNE 2~, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

Throttle .................................................. adjust

Oil pressure ................................................ check

STARTING ENGINE WHEN FLOODED

Throttle ................................................ open full

Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

Electric fuel pump .......................................... OFF

Mixture .............................................. idle cut-off

Starter .................................................... engage f\1ixture ........................................ : ........ advance

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard

Oil pressure ................................................ check

STARTING WITH EXTERNAL POWER SOURCE

Master switch .............................................. OFF

All electrical equipment ...................................... OFF

Terminals ................................................ connect

External power plug ...................................... insert in fuselage

Proceed with normal start

Throttle ........................................... lowest possible

. RPM

External power plug ................................ disconnect from fuselage

Master switch ................................ ON - check ammeter

Oil pressure ................................................ check

WARM-UP

Throttle ........................................ 800 to 1200 RPM

TAXIING

Chocks ................................................. removed

Taxi area .................................................. clear

Throttle ............................................. apply slowly

Brakes ............................. h • • • • • • • • • • • • • • • • • • • • • • • check

Steering ................................................... check

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

4-7

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

GROUND CHECK

Throttle .............................................. 2000 RPM

Magnetos ..........•......................... max. drop 175 RPM

-max. diff. 50 RPM

Vacuum ...........•............................... 4.8" - 5.1" HG

Oil temp .....................................•............. check

Oil pressure ................................................ check

Air conditioner ............................................. check

Annunciator panel .................................... press-to-test

Carburetor heat ............................................. check

Engine is warm for takeoff when throttle can be opened without engine faltering.

Electric fuel pump .......................................... OFF

.. Fuel pressure ............. , .................................. check

Throttle . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard

BEFORE TAKEOFF

Master switch ............................................... ON

Flight instruments ........................................... check

Fuel selector ......................................... proper tank

Electric fuel pump ........................................... ON

Engine gauges ........................ ~· ...................• check

Carburetor heat ............................................. OFF

Seat backs ..............................•.................. erect

Mixture ..•.......•.....................•.................... set

Primer .............•....•••...•.........•......•........••.. lock

Belts/ harness ....................................... fastened/ check

Empty seats .......................................... : . . seat belts snugly fastened

Flaps •....................................................... set

Trim tab ..•.................................................. set

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . free

Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . latch

Air conditioner ............................................. OFF

REPORT: VB-1180

4-8

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

TAKEOFF

NORMAL

Flaps ........................................................ set

Tab ......................................................... set

Accelerate to 45 to 55 KIAS

Control wheel .................................... back pressure to rotate to climb attitude

0°FLAPSTAKEOFFPERFORMANCE

Flaps ........................................................ UP

Accelerate to 40-52 KIAS (depending on weight)

Control wheel .................................... back pressure to rotate to climb attitude

Accelerate to and maintain 44 to 57 KIAS (depending on weight) until obstacle clearance is achieved and climb out at 79 KIAS.

~o FLAPS TAKEOFF PERFORMANCE

Flaps .......................................... 25° (second notch)

Accelerate to 40-52 KIAS (depending on weight)

Control wheel .................................... back pressure to rotate to climb attitude

Accelerate to and maintain 44 to 57 KIAS (depending on weight) until obstacle clearance is achieved and climb out at 79 KIAS.

Flaps ............................................... retract slowly

SOFT FIELD, OBSTACLE CLEARANCE

Flaps .......................................... 25° (second notch)

Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle height. Continue climbing while accelerating to best rate of climb speed, 79 KIAS.

Flaps ............................................... retract slowly

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

4-9

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SOFT FIELD. NO OBSTACLE

Flaps .......................................... 25° (second notch)

Accelerate and lift off nose gear as soon as possible. l.ift off at lowest possible airspeed. Accelerate just above ground to best rate of climb speed, 79 KIAS.

Flaps ............................................... retract slowly

CLIMB

Best rate (flaps up) ....................................... 79 KIAS

Best angle (flaps up) ...................................... 63 KIAS

En route ................................................ 87 KIAS

Electric fuel pump ........................................ OFF at desired altitude

CRUISING

Reference performance charts and Avco-Lycoming Operators Manual.

Normal max power .......................................... 75o/c

Power ......................................... set per power table

Mixture .................................................. adjust

DESCENT

NORMAL

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 rpm

Airspeed ............................................... 126 K lAS

Mixture .................................................... rich

Carburetor heat ..................................... ON if required

POWER OFF

Carburetor heat ..................................... ON if required

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close

Airspeed .............................................. as required

Mixture .............................................. as required

Power .......................... verify with throttle every 30 seconds

REPORT: VB-1180

4-10

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-ls.-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

APPROACH AND LANDING

Fuel selector ......................................... proper tank

Seat backs ................................................. erect

Belts/ harness ........................................ fasten/ check

Electric fuel pump ........................................... ON

Mixture ..................................................... set

Flaps ......................................... set- 103 KIAS max

Air conditioner ............................................. OFF

Trim to 70 KlAS

Final approach speed (flaps 40°) ........................... 63 KlAS

STOPPING ENGINE

Flaps ..................................................... retract

Electric fuel pump .......................................... OFF

Air conditioner ............................................. OFF

Radios .................................................... OFF

Throttle .................................................. full aft

Mixture .............................................. idle cut-off

Magnetos .................................................. OFF

Master switch .............................................. OFF

PARKING

Parking brake ................................................ set

Control wheel .................................... secure with belts

Flaps ..................................................... full up

Wheel chocks ............................................. in place

Tie downs ................................................. secure

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

4-11

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)

The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the safe operation of the airplane.

4.9 PREFLIGHT CHECK

PREPARATION

The airplane should be given a thorough preflight and walk-around check. The preflight should include a check of the airplane's required papers, operational status, computation of weight and C.G. limits, takeoff and

·· landing distances, and in-flight performance. A weather briefing should be obtained for the intended flight path, and any other factors relating to a safe flight should be checked before takeoff.

CAUTION

The flap position should be noted before boarding the airplane. The flaps must be placed in the UP position before they will lock and support weight on the step.

COCKPIT

Upon entering the cockpit, release the seat belts securing the control wheel, tum OFF all avionics equipment and set the parking brake. Insure that all electrical switches and the magneto switch are OFF and that the mixture is in idle cut-off. Tum ON the master switch, check the fuel quantity gauges for adequate supply and check that the annunciator panel illuminates. Tum OFF the master switch. Check the primary flight controls and flaps for proper operation and set the trim to neutral. Open the pitot and static drains to remove any moisture that has accumulated in the lines.

Check the windows for cleanliness. Properly stow the tow bar and baggage and secure. Close and secure the baggage door.

REPORT: VB-1180

4-12

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

RIGHT WING

Begin the walk-around at the trailing edge of the right wing by checking that the wing surface and control surfaces are clear of ice. frost. snow or other extraneous substances. Check the flap. aileron and hinges for damage and operational interference. Static wicks should be firmly attached and in good condition. Check the wing tip and lights for damage.

Open the fuel cap and visually check the fuel color and the quantity should match the indication that was on the fuel quantity gauge, replace cap securely. The fuel tank vent should be clear of obstructions.

Drain the fuel tank through the quick drain located at the lower inboard ·rear corner of the tank. making sure that enough fuel has been drained to insure that all water and sediment is removed. The fuel svstem should be drained daily prior to the first flight and after each refuelin-g and checked for proper fuel.

CAUTION

When draining any amount of fuel. care should be taken to insure that no fire hazard exists before starting engine.

Remove the tie down and chock.

Next. a check of the landing gear. Check the gear strut for proper inflation: there should be 4.50 ± .25 inches of strut exposure under a normal static load. Check the tire for cuts. wear, and proper inflation. Make a visual check of the brake block and disc.

Check that the fresh air inlet is clear of foreign matter.

NOSE SECTION

Check the general condition of the nose section. look for oil or !luid leakage and that the cowling is secure. Check the windshield and clean if necessary. The propeller and spinner should he checked for detrimental nicks, cracb. or other defects. The air inkts should be clear of obstructions and check the alternator belt for proper tension. The landing light should be clean and intact.

ISSllED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

REPORT: VB-1180

4-13

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Remove the chock and check the nose gear strut for proper inflation. there should be 3.25 ± .25 inches of strut exposure under a normal static load. Check the tire for cuts, wear, and proper inflation. Check the engine baffle seals. Check the oil level, make sure that the dipstick has been properly seated.

Open the fuel strainer located on the left side of the fire wall long enough to remove any accumulation of water and sediment and check for proper fuel.

LEFT WING

The wing surface should be clear of ice. frost, snow, or other extraneous substances. Check that the fresh air inlet is clear of foreign matter and remove the chock. Check the main gear strut for proper inflation. there should be 4.50 ± .25 inches of strut exposure under a normal static load.

Check the tire and the brake block and disc.

Open the fuel cap and visually check the fuel color. The quantity should match the indication on the fuel quantity gauge. Replace cap securely. The fuel tank vent should be clear of obstructions. Drain enough fuel to insure that all water and sediment has been removed and check for proper fuel.

Remove tie down and chock. Remove the cover from the pilot; static head on the underside of the wing. Make sure the holes are open and clear of obstructions. Check the wing tip and lights for damage. Check the aileron. flap, and hinges for damage and operational interference and that the static wicks are firmly attached and in good condition.

FUSELAGE

Check the condition and security of the antennas. The empennage should be clear of ice, frost, snow. or other extraneous substances. and the fresh air inlet on the side of fuselage should be clear of foreign matter.

Check the stabilator and trim tab for damage and operational interference.

The trim tab should move in the same direction as the stabilator. Remove the tie down.

Upon returning to the cockpit, an operational check of the interior lights, exterior lights. stall warning system, and pitot heat should now be made. Turn the master switch and the appropriate switches ON. Check the panel lighting and the overhead flood light. Visually confirm that exterior lights are operational. Lift the stall detector on the leading edge of uc left

REPORT: VB-1180

4-14

~SUED:AUGUST1~1~2

REVISED: JUNE 28 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES wing and determine that the warning horn is activated. With the pi tot ht:at switch ON. the pitot head will be hot to the touch. After these checks are complete. the master switch and all electrical switches should be turned

OFF.

Board the passengers and close and secure the cabin door. Fasten the seat belts and shoulder harnesses. Pull test the locking restraint feature of the shoulder harness inertia reel. Fasten seat belts on empty seats.

4.11 BEFORE STARTING ENGINE

Before starting .the engine the brakes should be set ON and the carburetor heat lever moved to the full OFF position. The fuel selector should then be moved to the desired tank. Check to make sure that all the radios are OFF.

4.13 STARTING ENGINE

(a) Starting Engine When Cold

Open the throttle lever approximately master switch and the electric fuel pump.

I! 4 turn. Turn ON the

Move the mixture control to full RICH and engage the starter by rotating the magneto switch clockwise. When the engine fires. release the magneto switch, and move the throttle to the desired setting.

If the engine does not fire within five to ten seconds. disengage the starter. prime the engine and repeat the starting procedure.

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

REPORT: VB-1180

4-15

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(b) Starting Engine When Hot

Open the throttle approximately l/2 inch. Turn ON the master switch and the electric fuel pump. Move the mixture control lever to full RICH and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch and move the throttle to the desired setting.

The throttle lever should be full OPEN. Turn ON the master switch and turn OFF the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the mixture and retard the throttle.

(d) Starting Engine With External Power Source

An optional feature called the Piper External Power (PEP) allows the operator to use an external battery to crank the engine without having to gain access to the airplane's battery.

Turn the master switch OFF and turn all electrical equipment

OFF. Connect the RED lead of the PEP kit jumper cable to the

POSITIVE (+) terminal of an external 12-volt battery and the

BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceec.l with the normal starting technique.

After the engine has started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT

ATTEMPT FLIGHT IF THERE IS NO INDICATION OF

ALTERNATOR OUTPUT.

REPORT: VB-1180

4-16

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

NOTE

For all normal operations using the PEP jumper cables. the master switch .should be

OFF. but it is possible to use the ship's battery in parallel by turning the master switch ON.

This will give longer cranking capabilities, but will not increase the amperage.

CAUTION

Care should be exercised. because, if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the master switch ON momentarily while the starter is engaged. If cranking speed increases, the ship's battery is at a higher level than the external power supply.

When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not indicated within thirty seconds, stop the engine and deter· mine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming

Operating Handbook, Engine Troubles and Their Remedies.

Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.

4.15 WARM-UP

Warm·up the engine at 800 to 1200 RPM for not more than two minutes in warm weather and four minutes in cold. Avoid prolonged idling at low

RPM. as this practice may result in fouled spark plugs.

Takeoff may be made as soon as the ground check is completed, pro· vided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure.

ISSUED: AUGUST 13, 1982 REPORT: VB-Il80

4-17

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.

4.17 TAXIING

Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner.

Ascertain that the propeller back blast and taxi areas are clear.

Power should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering.

Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane.

Avoid holes and ruts when taxiing over uneven ground.

Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades.

4.19 GROUND CHECK

The magnetos should be checked at 2000 RPM. Drop off on either magneto. should not exceed 175 RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds.

Check the vacuum gauge; the indicator should read 4.8"- 5.1" Hg at

2000 RPM.

Check the annunciator panel lights with the press-to-test button. Also check the air conditioner.

Carburetor heat should also be checked prior to takeoff to be sure the control is operating properly and to clean any ice which may have formed during taxiing. Avoid prolonged ground operation with carburetor heat ON as the air is unfiltered.

REPORT: VB-1180

4-18

ISSUED: AUGUST l:l, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

The electric fuel pump should be turned OFF after starting or during warm-up to make sure that the engine driven pump is operating. Prior to takeoff the electric pump should be turned ON again to prevent loss of power during takeoff should the engine driven pump fail. Check both oil temperature and oil pressure. The temperature may be low for some time if the engine is being run for the first time of the day. The engine is warm enough for takeoff when the throttle can be opened without the engine faltering.

4.21 BEFORE TAKEOFF

All aspects of each particular takeoff should be considered prior to executing the takeoff procedure.

Insure that the master switch is ON. Check and set all of the flight instruments as required. Check the fuel selector to make sure it is on the proper tank (fullest). Turn ON the electric fuel pump and check the engine gauges. The carburetor heat should be in the OFF position.

All seat backs should be erect and the seat belts and shoulder harness should be fastened. Pull test the locking restraint feature of the shoulder harness inertia reel. Fasten the seat belts snugly around the empty seats.

The mixture should be set, and the primer should be checked to insure that it is locked.

NOTE

The mixture should be set FULL RICH, but a minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation.

Exercise and set the flaps and trim tab. Insure proper flight control movement and response. All doors should be properly secured and latched.

On air conditioned models, the air conditioner must be OFF to insure normal takeoff performance.

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

4-19

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

4.23 TAKEOFF (See charts in Section 5)

The normal takeoff technique is conventional. The tab should be set slightly aft of neutral, with the exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 45 to 55 KlAS depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude. Premature raising of the nose or raising it to an excessive angle· will result in a delayed takeoff. After takeoff, let the airplane accelerate to the desired climb speed by lowering the nose slightly.

Takeoffs are normally made with flaps up; however, for short field takeoffs and for takeoffs under difficult conditions, such as deep grass or a soft surface, total distances can be reduced appreciably by lowering the flaps to 25° and rotating at lower airspeed.

A short field takeoff is accomplished without flaps by applying full power before brake release; lift off at 40-52 KIAS (depending on weight) and accelerate to and maintain 44-57 KIAS (depending on weight) past obstacle and climb out at 79 KIAS.

A short field takeoff with an obstacle clearance is accomplished by first lowering the flaps to 25°. Apply full power before brake release and accelerate to 40-52 KIAS (depending on weight) and rotate. Accelerate to and maintain 44-57 KIAS (depending on weight) until obstacle clearance is attained. After the obstacle has been cleared, accelerate to 79 KIAS and then slowly retract the flaps.

Takeoff from a soft field with an obstacle clearance requires the use of

25° flaps. Accelerate the airplane and lift the nose gear off as soon as possible and lift off at the lowest possible airspeed. Accelerate just above the ground to 52 KIAS to climb past obstacle clearance height. Continue climbing while accelerating to the best rate of climb speed, 79 KIAS and slowly retract the flaps.

For a soft field takeoff without an obstacle to clear, extend the flaps 25°, accelerate the airplane and lift the nose gear off as soon as possible. Lift off at the lowest possible airspeed. Accelerate just above the ground to the best rate of climb speed, 79 KIAS, and retract the flaps while climbing out.

REPORT:

4-20

VB-1180 ISSUED: AUGUST ~3, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

4.25 CLIMB

The best rate of climb at gross weight will be obtained at 79 KIAS. The best angle of climb may be obtained at 63 KIAS. At lighter than gross weight these speeds are reduced somewhat. For climbing en route, a speed of 87

KIAS is recommended. This will produce better forward speed and increased visibility over the nose during the climb.

When reaching the desired altitude, the electric fuel pump may be turned off.

4.27 CRUISING

The cruising efficiency and speed is determined by many factors, including power setting, altitude, temperature, loading and equipment installed in the airplane.

The normal cruising power is 55% to 75% of the rated horsepower of the engine. Airspeeds which· may be obtained at various altitudes and power settings can be determined from the performance graphs provided by

Section 5.

Use of the mixture control in cruising flight significantly reduces fuel consumption while reducing lead deposits when alternate fuels are used.

The mixture should be full rich when operating above 75% power, and leaned during cruising operation when 75% power or less is being used.

To lean the mixture for best power cruise performance place the mixture control full forward and set the throttle slightly below (approximately 35 RPM) the desired cruise power setting and lean the mixture to peak RPM. Adjust the throttle, if necessary, for final RPM setting.

For Best Economy cruise, a simplified leaning procedure which consistently allows accurate achievement of best engine efficiency has been developed. Best Economy Cruise performance is obtained with the throttle fully open. To obtain a desired cruise power setting, set the throttle and mixture control full forward, taking care not to exceed the engine speed limitation, then begin leaning the mixture. The RPM will increase slightly but will then begin to decrease. Continue leaning until the desired cruise engine RPM is reached. This will provide best fuel economy and maximum miles per gallon for a given power setting. See following CAUTION when using this procedure.

ISSUED: AUGUST 13, 1982

REVISED: OCTOBER 15, 1982

REPORT: VB-1180

4-21

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

CAUTION

Prolonged operation at powers above 75% with a leaned mixture can result in engine damage.

While establishing Best Economy Cruise

Mixture, below 6,000 feet, care must be taken not to remain in the range above 75% power more than 15 seconds while leaning. Above

6,000 feet the engine is incapable of generating more than 75%

Always remember that the electriC fuel pump should be turned ON before switching tanks, and should be left on for a short period thereafter. In order to keep the airplane in best lateral trim during cruising flight, the fuel should be used alternately from each tank. It is recommended that one tank be used for one hour after takeoff, then the other tank be used for two hours; then return to the first tank, which will have approximately one and one half hours of fuel remaining if the tanks were full at takeoff. The second tank will contain approximately one half hour of fuel .. Do not run tanks completely dry in flight. The electric fuel pump should be normally OFF so that any malfunction of the engine driven fuel pump is immediately apparent. If signs of fuel starvation should occur at any time during flight, fuel exhaustion should be suspected, at which time the fuel selector should be immediately positioned to the other tank and the electric fuel pump switched to the ON position.

4.29 DESCENT

NORMAL

To acheive the performance on Figure 5-31, the power on descent must be used. The throttle should be set for 2500 RPM, mixture full rich and maintain an airspeed of 126 KIAS. In case carburetor ice is encountered apply full carburetor heat.

POWER OFF

If a prolonged power off descent is to be made, apply full carburetor heat prior to power reduction if icing conditions are suspected. Throttle should be retarded and mixture control leaned as required. Power response should be verified approximately every 30 seconds by partially opening and then closing the throttle (clearing the engine). When leveling off, enrichen mixture, set power as required and select carburetor heat off unle~s carburetor icing conditions are suspected.

REPORT: VB-1180

4-22

ISSUED: AUGUST 13, 1982

REVISED: OCTOBER IS, 1982

PIPER AIRCRAFT CORPORATION

PA·lS-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

4.31 APPROACH AND LANDING (See charts in Section S)

Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The seat belts and shoulder harnesses should be fastened and the inertia reel checked.

Turn the electric fuel pump ON and turn the air conditioner OFF. The mixture should be set in the full RICH position.

The airplane should be trimmed to an initial-approach speed of about

70 KIAS with a final-approach speed of 63 KIAS with flaps extended to

40°. The flaps can be lowered at speeds up to 103 KIAS, if desired.

The mixture control should be kept in full RICH position to insure maximum acceleration if it should be necessary to open the throttle again.

Carburetor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation.

The amount of flap used during landings and the speed of the·aircraft at contact with the runway should be varied according to the landing surface and conditions of wind and airplane loading. It is generally good practice to contact the ground at the minimum possible safe speed consistent with existing conditions.

Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel pump ON. Reduce the speed during the flareout and contact the ground close to the stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slows down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds with partial or no flaps.

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

4-23

SECTION 4

NORMAL PROCEDURES

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

4.33 STOPPING ENGINE

At the pilot's discretion, the flaps should be raised and the electric fuel pump turned OFF. The air conditioner and radios should be turned OFF, and the engine stopped by disengaging the mixture control lock and pulling the mixture control back to idle cut-off. The throttle should be left full aft to avoid engine vibration while stopping. Then the magneto and master switches must be turned OFF. ·

NOTE

When alternate fuels are used, the engine should be run up to 1200 RPM for one minute prior to shutdown to clean out any unburned fuel.

NOTE

The flaps must be placed in the UP position for the flap step to support weight. Passengers should be cautioned accordingly.

4.35 PARKING

If necessary, the airplane should be moved on the ground with the aid of the nose wheel tow bar provided with each airplane and secured behind the rear seats. The aileron and stabilator controls should be secured by looping the safety belt through the control wheel and pulling it snug. The flaps are locked when in the UP position and should be left retracted.

Tie downs can be secured to rings provided under each wing and to the tail skid. The rudder is held in position by its connections to the nose wheel steering and normally does not have to be secured.

REPORT: VB-1180

4-24

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 4

NORMAL PROCEDURES

4.37 STALLS

The stall characteristics are conventional. An approaching stall is indicated by a stall warning horn which is activated between five and ten

KTS above stall speed. Mild airframe buffeting and gentle pitching may also precede the stall.

The gross weight stalling speed with power off and full flaps is 44 KIAS.

With the flaps up this speed is increased. Loss of altitude during stalls varies from 100 to 275 feet, depending on configuration and power.

NOTE

The stall warning system is inoperative with the master switch OFF.

During pretlight, the stall warning system should be checked by turning the master switch ON, lifting the detector and checking to determine if the horn is actuated. The master switch should be returned to the OFF position after the check is complete.

4.39 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is recommended that when turbulent air is encountered or expected, the airspeed be reduced to maneuvering ·speed to reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which may oecur as a result of the turbulence or of distractions caused by the conditions. (See

Subsection 2.3)

4.41 WEIGHT AND BALANCE

It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. center of gravity envelope while in flight.

For weight and balance data, refer to Section 6 (Weight and Balance).

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

4-25

TABLE OF CONTENTS

SECTION 5

PERFORMANCE

Paragraph

No.

5.1

5.3

5.5

5. 7

Page

No.

General . . . . . . . . • . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5·1

Introduction- Performance and Flight Planning....... 5-l

Flight Planning Example . . . . . • . . . . . . . . . . . . . . . . . . . . . 5·3

Performance Graphs . • . . . . . . . . . . . • . • . . . . • . . . . . . . . . . 5-9

List of Figures .•.•................•.. : . . . . . . . . . 5-9

REPORT: VB-1180

5-i

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 5

PERFORMANCE

SECTION 5

PERFORMANCE

5.1 GENERAL

All of the required {FAA regulations) and complementary performance information applicable to this aircraft is provided by this section.

Performance information associated with those optional systems and equipment that require handbook supplements is provided by Section 9

(Supplements).

5.3 INTRODUCTION· PERFORMANCE AND FLIGHT PLANNING

The performance information presented in this section is based on measured Flight Test Data corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc.

The performance charts are unfactored and do not make any allowance for varying degrees of pilot proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by following the stated procedure!) in a properly maintained airplane.

Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel flow and quantity checks are recommended.

REMEMBER! To get chart performance, follow the chart procedures.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5·1

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan using the performance charts in this section.

Each chart includes its own example to show how it is used.

WARNING

Performance information derived by extrapolation .beyond the limits shown on the charts should not be used for flight planning purposes.

REPORT: VB-1180

5-l

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA·28-I61, WARRIOR II

SECTION 5

PERFORMANCE

5.5 FLIGHT PLANNING EXAMPLE

(a} Aircraft Loading

The first step in planning a flight is to calculate the airplane weight and center of gravity by utilizing the information provided by Secti<;m 6 (Weight and Balance} of this··handbook.

The basic empty weight for the airplane as licensed at the factory has been entered in Figure 6-5. If any alterations to the airplane have been made affecting weight and balance, reference to the aircraft logbook and Weight and Balance Record (Figure 6-7} should be made to determine the current basic empty weight of the airplane.

Make use of the Weight and Balance Loading Form (Figure

6-11) and the C. G. Range and Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity position.

After proper utilization of the information provided, the following weights apply to the flight planning example.

The landing weight cannot be determined until the weight of the fuel to be used has been established [refer to item (g)( l)].

(l) Basic Empty Weight

(2) Occupants (4 x 170 lbs.)

{3) Baggage and Cargo

1391 lbs.

680 lbs.

50 lbs.

(4) Fuel (61b/gal x 30)

{5) Takeoff Weight

(6) Landing Weight

(a)(S) minus (g)(l), (2316 lbs. minus 136.8 lbs.

180 lbs.

2316 lbs.

2179.2 lbs.

The takeoff weight is below the maximum of 2440 lbs., and the weight and balance calculations have determined that the C.G. position is within the approved limits.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5-3

SECTIONs.

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(b) Takeoff and Landing

Now that the aircraft loading has been determined, all aspects of the takeoff and landing must be considered.

All of the existing conditions at the departure and destination airport must be acquired, evaluated and maintained throughout the flight.

Apply the departure airport conditions and takeoff weight to the appropriate Takeoff Performance graph (Figures 5-7 and

5-9 or 5-11 and 5-13) to determine the length of runway necessary for the takeoff and 1

The landing distance calculations are performed in the same manner using the existing conditions at the destination airport and, when established, the landing weight.

The conditions and calculations for the example flight are listed below. The takeoff and landing distances required for the example flight have fallen well below the available runway lengths.

(l) Pressure Altitude

(2) Temperature

(3)

(4)

(5)

Wind Component

Runway Length Available

Runway Required

Departure

Airport

Destination

Airport

1500 ft.

27°C

15 KTS

(Headwind)

4800 ft.

2100 ft.*

2500 ft.

24°C

0 KTS

7600 ft.

1135 ft.**

NOTE

The remainder of the performance chatts used in this flight planning example assume a no wind condition. The effect of winds aloft must be considered by the pilot when computing climb, cruise and descent performance.

*reference Figure 5-9

••reference Figure 5-35

REPORT: VB-1180

5-4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 5

PERFORMANCE

The next step in the flight plan is to determine the necessary climb segment components.

The desired cruise pressure altitude and corresponding cruise outside air temperature values are the first variables to be considered in determining the climb components from the Fuel, Time and Distance to Climb graph (Figure 5-19). After the fuel, time and distance for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to graph (Figure 5-19). Now, subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude.

The remaining values are the true fuel, time and distance components for the climb segment of the flight plan corrected for field pressure altitude and temperature.

The following values were determined from the above instructions in the flight planning example.

(1) Cruise Pressure Altitude 5000 ft.

(2)

(3)

Cruise OAT

Time to Climb (12.0 min. minus l6°C

(4)

3.0 min.)

Distance to Climb ( 16.0 miles minus

4.0 miles)

(5) Fuel to Climb (3 gal. minus 1.0 gal.)

9.0 min.*

12.0 miles*

2.0 gal.*

(d) Descent

The descent data will be determined prior to the cruise data to provide the descent distance for establishing the total cruise distance.

Utilizing the cruise pressure al\itude and OAT, determine the basic fuel, time and distance for descent (Figure 5-31). These figures must be adjusted for the field pressure altitude and temperature at the destination airport. To find the necessary adjustment values, use the existing pressure altitude and temperature conditions at the destination airport as variables to find the fuel, time and distance

*reference Figure 5-19

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5-5

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRRIOR II values from the graph (Figure 5-31). Now, subtract the values obtained from the field conditions from the values obtained from the cruise conditions to find the true fuel, time and distance values needed for the flight plan.

The values obtained by proper utilization of the graphs for the descent segment of the example are shown below.

( l) Time to Descend

(7.5 min. minus 4.5 min.)

(2) Distance to Descend

(3)

(13.5 miles minus 8.0 miles)

Fuel to Descend

( 1.0 gal. minus .5 gal.)

3.0 min.*

5.5 miles*

.5 gal.*

(e) Cruise

Using the total distance to be traveled during the flight, subtract the previously calculated distance to climb and distance to descend to establish the total cruise distance. Refer to the appropriate Avco

Lycoming Operator's Manual when selecting the cruise power setting. The established pressure altitude and te:t1J.perature values and the selected cruise power should now be utilized to determine the true airspeed from the Cruise Performance graph (Figure 5-21 or 5-23).

Calculate the cruise fuel consumption for the cruise power setting from the information provided by the Avco Lycoming

Operator's Manual.

The cruise time is found by dividing the cruise distance by the cruise speed and the cruise fuel is found by multiplying the cruise fuel consumption by the cruise time.

The cruise calculations established for the cruise segment of the flight planning example are as follows:

( l) Total Distance

(2) Cruise Distance

300 miles

(e)(l) minus (c)(4) minus (d)(2),

(300 minus 12 miles minus 5.5 miles) 28:.5 miles

*reference Figure 5-31

REPORT: VB-1180

5-6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-18-161, WARRIOR II

SECTION 5

PERFORMANCE

(3) Cruise Power Best Economy Mixture

(4) Cruise Speed

(5) Cruise Fuel Consumption

(6) Cruise Time

(e)(2) divided by (e)(4), (283.5 miles divided by 118 K TS)

(7) Cruise Fuel

(e)(5) multiplied by (e)(6), (8.5

GPH mulitiplied by 2.40 hrs.)

75% rated power

(2625 RPM)

118 KTS TAS*

8.5 GPH

2,39 hrs.

20.3 gal.

(f) Total Flight Time

The total flight time is determined by adding the time to climb, the time to descend and the cruise time. Remember! The time values taken from the climb and descent graphs are in minutes and must be converted to hours before adding them to the cruise time.

The following flight time is required for our flight planning example.

( l) To till Flight Time

(c)(3) plus (d)(l) plus (e)(6),

(.15 hrs. plus .05 hrs. plus 2.39 hrs.) 2.59 hrs.

(g) Total Fuel Required

Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6lb/ gal. to determine the total fuel weight used for the flight.

The total fuel calculations for the example flight plan are shown below.

(I) Total Fuel Required

(c)(S) plus (d)(3) plus (e)(7),

(2.0 gal. plus .5 gal. plus 20.3 gal.)

(22.8 gal. multiplied by 6 lb/ gal.)

22.8 gal.

136.8 lbs.

*reference Figure 5-23

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

5-7

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

5-8

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

5. 7 PERFORMANCE GRAPHS

SECTION 5

PERFORMANCE

LIST OF FIGURES

Figure

No.

Page

No.

5-1

5-3

5-5

5-7

Temperature Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11

Airspeed System Calibration .. .. .. .. .. . . .. .. .. . .. .. . 5-12

Stall Speed .. .. .. .. .. . . .. . .. .. .. .. .. . .. .. .. .. .. . . . 5-13

0° Flaps Takeoff Ground Roll . . . . . . . . . . . . . . . . . . . • . . 5-14

5-9 0° Flaps Takeoff Performance....................... 5-15

5-11 25° Flaps Takeoff Ground Roll . . . . . . . . . . . . . . . . . . . . . 5-16

5-13 25° Flaps Takeoff Performance...................... 5-17

5-15 Engine Performance .. .. .. .. .. .. .. .. .. .. . .. .. .. .. . . 5-18

5-17 Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19

5-19 Fuel, Time and Distance to Climb . . • . . . . . . . . . . . . . . . . 5-20

5-21 Best Power Cruise Performance . . . . . . . . . . . . . . . . . . . . . 5-21

5-23 Best Economy Cruise Performance................... 5-22

5-25 Best Power Mixture Range . . . . . . . . . . . . . . . . . . . . . . . . . 5-23

5-27 Best Economy Mixture Range. . . . . . . . . . . . . . . . . . . . . . . 5-24

5-29 Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25

5-31 Fuel, Time and Distance to Descend . . . . . . . . . . . . . . . . . 5-26

5-33 Glide Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27

5-35 Landing Distance.................................. 5-28

5-37 Landing Ground Roll Distance . . . . . . . . . . . . . . . . . . . . . . 5-29

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5-9

SECTIONS

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

5-10

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA·ll-161, WARRIOR II

SECTIONS

PERFORMANCE

100

FAHRENHEIT

DEGREES

-10

CELSIUS

DEGREES

-10

-20

-30

-20

-30

-40 -40

TEMPERATURE CONVERSION

Figure S-1

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

S-11

SECTION 5

PERFORMANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

AIRSPEED SYSTEM CALIBRATION

180

140

I ffi

120 w

II) a:

~ a:

::::;

100

C( 80

(.)

FLAPS UP

WING FLAPS 40°

80 80 100 120 140

INDICATED AIRSPEED KNOTS

180 180

REPORT: VB-1180

5-ll

AIRSPEED SYSTEM CALIBRATION

Figure 5-3

ISSUED: AUGUST 13, 1982

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FLAPS TAKEOFF GROUND ROLL

ASSOCIATED CONDITIONS:

Departure airport temperature: 21•c

PAVED, LEVEL, DRY RUNWAY

FULL POWER BEFORE BRAKE RELEASE

FLAPS o•

Weight: 2316 lbs.

Wind: 15 KTS headwind

Ground roll: 1150 ft.

Lift-off speed: 50 KIAS

62 48 48

LIFT OFF SPEED KIAS

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ASSOCIATED CONDITIONS:

PAVED, lEVEl, DRY RUNWAY

FUll POWER BEFORE BRAKE RElEASE

FlAPS 25°

IIWiffiilllm

Example:

Departure airport pressure altitude: 1500 ft.

Departure airport tE

Weight: 2175 lbs.

Wind: 15 KTS headwind

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Example: o Departure airport pressure altitu•

'!1 t"'4

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Departure airport temperature: 27"C

Weight: 2175 lbs .

Wind: 15 KTS headwind

Distance over 50 ft. barrier: 1500 ft .

Lift-off speed: 48 KIAS

Barrier speed: 53 KIAS

25° FLAPS TAKEOFF PERFORMANCE

ASSOCIATED CONDITIONS:

PAVED. LEVEL. DRY RUNWAY

FULL POWER BEFORE BRAKE RELEASE

FLAPS 25"

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PA-28-161

ENGINE PERFORMANCE

ASSOCIATED CONDITIONS

BEST POWER MIXTURE PER SECTION 4

INSTRUCTIONS

WHEEL FAIRINGS INSTALLED

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OUTSIDE AIR TEMPERATURE oc

FUEL FLOW GALLONS PER HOUR

BEST

POWER

7.8

8.8

10.0

BEST

%POWER ECONOMY

55'11

66%

75%

6.6

7.5

8.5

Example:

Cruise pressure altitude: 5000 h.

Cruise OAT: 16°C

Cruise power: 75%

Engine RPM 2625

Fuel flow: 10.0 GPH best power

8.5 GPH best economy

RATED POWER 56%

2200

66% 76%

2300 2400 2600

ENGINE SPEED RPM

2600 2700

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PA-28-161 llilliiilllllllllll

CLIMB PERFORMANCE

ASSOCIATED CONDITIONS:

GROSS WEIGHT 2440 LBS., FULL THROTTLE

LEAN MIXTURE PER LYCOMING INSTRUCTIONS

79 KIAS

Example:

Climb pressure altitude: 6000 ft.

Climb OAT: 16"C

Rate of climb: 340 ft/min.

200 400 600

RATE OF CLIMB FPM

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FUEL, TIME AND DISTANCE

TOICUMBI I I I I

Departure a~rport pressure altitude: 1500 ft.

Departure atrport temperatura: 27"C

ASSOCIATED CONDITIONS:

WEIGHT 2440 LBS., FLAPS o•.

FULL THROTTLE

MIXTURE LEANED PER LYCOMING INSTRUCTIONS

79 KIAS, NO WIND

Cruise pressure altitude: 5000 ft.

Cruise OAT: 16"C

Time to climb (12 min. minus 3 min.): 9 min.

Distance to climb (16; miles minus 4 miles): 12 nautical miles

Fuel to climb (3 gal. minus 1 gal.): 2 gal.

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PA-28-161

BEST POWER CRUISE PERFORMANCE

EKttlli(Jie

ASSOCIA TEO CONDITIONS:

MID CRUISE WEIGHT 2300 LBS.

WHEEL FAIRINGS INSTALLED

BEST POWER MIXTURE PER

I j iJ ll'l

LEANING INSTRUCTIONS

IN SECTION 4 l

C""'" '""""'" altttllc.l!i 5000 fl

C""'" OAT 1 G C

Cr tll5t~ powt:r 75ro1, h1:51 powt~r nwc.turn

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FUEl CONSUMPTION

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:SUBTRACT 7 KTS. IF WHEEl FAIR-,

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PA-28-161

EST ECONOMY CRUISE PERFORMANCE

ASSOCIATED CONDITIONS:

BEST ECONOMY MIXTURE PER

LEANING INSTRUCTIONS IN SECTION 4

MID CRUISE WEIGHT 2300 LOS.

WHEEL FAIRINGS INSTALLED tlt1TTrtltttimt!m fttiffittr ...

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FUEL CO~SUMPTION

75%. 8 S GPH

66% 7.5 GPH

56% 8.6 GPK

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Example:

!T-!T:TFFHH

Cruise pressure altnude. 5000 h.

CrUISe OAT. 16(\C

CrUISe power 75% best economy mixture

CrUise speed 118 KTS TAS j:j::j:j:j:j:j::

'1-.'

....

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i''. .

Httt1tnl+t+

~~~~~~~Jf~~~~~~lf~~

NOTE

·40 ·30 -20 ·10 0 10 20 30 40

INGS ARE NOl INSTAllED

Ht:lll-1-l+tl~ nnm nu

100

110

75%POWER

120 130

OUTSIDE AIR TEMPERATURE"C TRUE AIRSPEED KTS.

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~ t"l

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= t"l

0 =

:-:t

Y'=

"

= t"l

.,t"l liQ"=

~== v.X

N-i v.~

= t"l

2 c:'l t"l

Example :

Cruise pressure altitude : 5000 ft .

Cruise OAT : 16°C 111•c above standard)

PA-28-161

BEST POWER MIXTURE RANGE

Cruise power : 75% best power mixture

Range w/45 min . reserve

55% power :

501 + ( .

6 • 111 = 507 .

6 nautical miles

Range w/no reserve : 561 + ( .

6 •111 -

567 .

6 nautical miles

ASSOCIATED CONDITIONS :

MIXTURE LEANED PER SECTION 4

MID CRUISE WEIGHT 2300 LBS .• NO WINO

48 GAL. USUABLE FUEL. WHEEL FAIRINGS INSTALLED

9~12000

•• MIN . RESERVE

0&5%POWER

BEST ECONOMY MIXTURE

· I

.... ••:.tl

1~=

8000

!::;

111_1_ ..

.=,.," ~

llll~~~~~!11~::~llrl

DEGREE CENTIGRADE

POWER

75% J:l&5% :J: 55%

11 ~<!GO

BELOW STANDARD TEMP-

ERATURE .

I I

NO T E

RANGE MAY BE REDUCED

BY UP TO 7% If WHEEL FAIR ·

INGS ARE NOT INSTALLED .

15'SEA LEVEL

450 500 1550 600 500

NO RESERVE

POWER

75%Jl6ii%ti55%

550 600

RANGE NAUTICAL MILES

(INCLUDES DISTANCE TO CLIMB AND DESCEND)

650

Wt"J

C!O:.:S --

-i z

0 l

Orll

:01'1'1

:::Q

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0 z

~ n~

V I -

....... ~

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PA-28-161 a esT ecol\lo'!VIv' 'NI'IxtuR'E' ·rcAN.GE

ASSOCIATED CONDITIONS:

MIXTURE LEANED PER SECTION 4

MID CRUISE WEIGHT 2300 LBS., NO WIND

48 GAL USUABLE FUEL, WHEEL FAIRINGS INSTALLED

45 MIN. RESERVE

AT 55% POWER

-9-12000

Example:

Cruise pressure altitude: 5000 h.

Cruise OAT: 16"C (11"C above standardl f;J

.~~

Cruise power: 75% best economy mixture

Range w/45 min. reserve @55% power:

567 + (.7 x 111

574.7 nautical miles

Range w/no reserve: 635 + (.7 x 11) =

642.7 nautical miles

~1-l:l5.5.'!

POWER

75%

NOTE

RANGE MAY BE REDUCED

BY UP TO 7% IF WHEEL FAIR-

INGS ARE NOT INSTALLfD

NO RESERVE

65%1-U"55%

POWER"

-75%-

71+++' -4000

11t+++i 2000

15"SEA LEVEL'

NOTE

ADD . 7 NAUTICAL MILE FOR

EACH DEGREE CENTIGRADE

ABOVE STANDARD TEMPER-

ATURE AND SUBTRACT 1.1

NAUTICAL MILES FOR EACH

DEGREE CENTIGRADE

BELOW STANDARD TEMPER·

ATURE

500 560 600 660 600 650 700

RANGE NAUTICAL MILES

(INCLUDES DISTANCE !0 CLIMB AND DESCEND I

~I:IJ

=an

~::::! oo

~z a=u.

>

n

750

:g

;;

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12000

11000

10000 t:

9000

'"r1z

-·t:;:~

~~ t!.>Z

8000 c j:

7000

5 ct 6000 w a:

;: 6000

II) w f

4000

3000

= ou

PA-28-161

ENDURANCE

ASSOCIATED CONDITIONS:

-BEST ECONOMY MIXTURE PER LEANING PROCEDURE IN SECTION 4

4B GALLONS USEABLE FUEL

.,

., ,.

"'

"' "'

46 MIN. RESERVE

AT 66% POWER

.,

NO RESERVE

Example:

Cruise pressure altitude: 5000 ft-

Cruise power: 75% best economy mixture

Endurance w/45 min. reserve @55% power: 4.85 hrs.

Endurance wino reserve: 5.45 hrs.

.111111111111111111111111111111111111111111111111111111111111111111111111111111111111

4 6 6 7 8 4 5 6

ENDURANCE HOURS

(INCLUDES TIME TO CLIMB & DESCEND)

7 8

~~ --

>::d

_...,

!lao

==a

0 =

0 z

::dM

::n

>::! nZ

Mu.

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 5

PERFORMANCE

PA-28-161

GLIDE PERFORMANCE

AS SOCIA TEO CONDITIONS:

WEIGHT 2440 LBS. PROP WINOMILLING

FLAPS o•

NO WIND

73 KIAS

Example:

Cruise pressure altitude: 5000 ft.

Terrain pressure altitude: 2000 ft.

Glide distance (9.5 miles minus 3.9 miles): 5.6 nautical miles

12000

10000

"' a:

Ill

Ill w a:

II. w

1'-

8000

I w

6000

4000

2000

T~RR

CRUISE

SEA LEVEL

0 li 10 15 20

GLIDE RANGE NAUTICAL MILES

GLIDE PERFORMANCE

Figure 5-33

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5·27

Y.=a

....

= t"' z

'1152

<iQ"Z

~~ no

1:'11

1."!:1

1:'11

....

IC w

•rn

~~ -

> z

n

1."!:1

PA-28-161

LANDING DISTANCE

ASSOCIATED CONDITIONS:

POWER OFF, FLAPS- 40 •

PAVED LEVEL DRY RUNWAY, MAXIMUM BRAKING

mw±llilli

APPROACH SPEED KIAS ls':U+H ll+eo mmt set

42.m~ 3~+

TOUCH DOWN SPEED - KIAS

'37

'\)'1\E.

:'{\~~s...

,_\-'t\1\)Q~

6-~.~

~~<>

1200

1000

BOO

"' w

0 w

1.) z

!:!.!

0 z

-40 -30 -20. -10 0 10 20 30

OUTSIDE AIR TEMP. • lttHtHH±f±HiHIIIIIIIII!IIIIIIIttttt

I I ' I

40 2400 2300 2200 2100 20001900 1800 1700 0

WEIGHT LBS.

600

10 16

WIND- KTS. t:

I a:

~ a: a:

~I'll

1."!:11:'1'1 oo

"'z

> n lt'l'J

·> w"'::

~ 0

>-a

=aO

:::::z

""'l

~ rJ) rJ)

rJ)

"'CC

'1'::::

N 00

\CC

OQ·e s::z

~0 wo

..... ~

rJ)

""'l z

1 t 11111111111111111

PA-28-161

LANDING GROUND ROLL DISTANCE

ASSOCIATED CONDITIONS:

POWER OFF, FLAPS - 40°

PAVED LEVEL DRY RUNWAY. MAXIMUM BRAKING

141 wl zl

::J

l:i

-40 -30 ·20 -10 0 10 20 30 40 2400

2300

2200

2100

2000

. 1900

1800

1700

OUTSIDE AIR TEMP. °C WEIGHT- LBS.

_,

I w z

::J

..: w a:

Ztf::t iH-~

0 z iS:~.

·"o-

-~-

~'b

WINO- KTS.

400

300

10 15

600

700

600

800

-t

>=o

=o>

=o~

-""'l

=oo

:::=o

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""'l

0 u:

0 z

:::1

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0 z u:

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0 z s

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OrJJ

=o~ a:n

>:;j zo nZ

~(It

TABLE OF CONTENTS

SECTION 6

WEIGHT AND BALANCE

Paragraph

No.

6.1

6.3

6.5

6.7

6.9

Page

No.

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Airplane Weighing Procedure . . . . . . . . . . . . . . . . . . . . . . . 6-2

Weight and Balance Data and Record . . . . . . . . . . . . . . . . 6-6

Weight and Balance Determination for Flight . . . . . . . . . 6-11

Instructions for Using the Weight and Balance

Plotter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15

Equipment List (Form 240-0009) . . . . . . . . . . . . . Supplied with aircraft paperwork

REPORT: VB-1180

6-i

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

SECTION 6

WEIGHT AND BALANCE

6.1 GENERAL

In order to achieve the performance and flying characteristics which are designed into the airplane, it must be flown with the weight and center of gravity (C.G.) position within the approved operating range (envelope).

Although the airplane offers a flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fuel tanks and maximum baggage. With this loading flexibility comes responsibility. The pilot must insure that the airplane is loaded within the loading envelope before takeoff.

Misloading Carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The heavier the a·irplane is loaded, the less climb performance it will have.

Center of gravity is a determining factor in flight characteristics. If the

C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This can lead to inadvertent stalls and even spins; and spin recovery becomes more difficult as the center of gravity moves aft of the approved limit.

A properly loaded airplane, however, will perform as intended. Before the airplane is licensed, it is weighed, and a basic empty weight and C.G. location is computed (basic empty weight consists of the standard empty weight of the airplane plus the optional equipment). Using the basic empty weight and C.G. location, the pilot can easily determine the weight and C. G. position for the loaded airplane by computing the total weight and moment and then determining whether they are within the approved envelope.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-1

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

The basic empty weight and C.G. location are recorded in the Weight and Balance Data Form (Figure 6-5) and the Weight and Balance Record

(Figure 6-7). The current values should always be used. Whenever new equipment is added or any modification work is done, the mechanic responsible for the work is required to compute a new basic empty weight and e.G. position and to write these in the Aircraft Log Book and the

Weight and Balance Record. The owner should make sure that it is done.

A weight and balance calculation is necessary in determining how much fuel or baggage can be loaded so as to keep within allowable limits. Check calculations prior to adding fuel to insure against improper loading.

The following pages are forms used in weighing an airplane in production and in computing basic empty weight, C. G. position, and useful load. Note that the useful load includes usable fuel, baggage, cargo and passengers. Following this is the method for computing takeoff weight and e.G.

6.3 t\IRPLANE WEIGHING PROCEDURE

At the time of licensing, Piper Air.craft Corporation provides each airplane with the basic empty weight and center of gravity location. This data is supplied by Figure 6-5.

The removal or addition of equipment or airplane modifications can affect the basic empty weight and center of gravity. The following is a weighing procedure to determine this basic empty weight and center of gravity location:

(a) Preparation

( 1) Be certain that all items checked in the airplane equipment list are installed in the proper location in the airplane.

(2) Remove excessive dirt, grease, moisture, and foreign items, such as rags and tools, from the airplane before weighing.

REPORT: VB-1180

6-2

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

(3) Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine on each tank until all undrainable fuel is used and engine stops. Then add the unusable fuel (2.0 gallons total, 1.0 gallon each wing).

CAUTION

Whenever the fuel system is completely drained and fuel is replenished, it will be necessary to run the engine for a minimum of three minutes at 1000 RPM on each tank to insure no air exists in the fuel supply lines.

(4) Fill with oil to full capacity.

(5) Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in fully retracted position and all control surfaces in the neutral position. Tow bar should be in the proper location and all entrance and baggage doors should be closed.

(6) Weigh the airplane inside a closed building to prevent errors in the scale readings due to wind.

(b) Leveling

( 1) With airplane on scales, block main gear oleo pistons in the fully extended position.

(2) Level airplane (refer to Figure 6-3) by deflating the nose wheel tire to center bubble on level.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-3

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA·l8·161, WARRIOR II

With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading.

Scale

Reading Tare

Net

Weight Scale Position and Symbol

(N) Nose Wheel

Right Main Wheel

Left Main Wheel

Basic Empty Weight,

(as Weighed)

(R)

(L)

(T) -

WEIGHING FORM

Figure 6-1·

REPORT: VB·ll80

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

(d) Basic Empty Weight Center of Gravity

(I) The following geometry applies to the PA-28-161 airplane when it is level. Refer to Leveling paragraph 6.3 (b).

R+L

Lc::ading l· J!!e

31.0

= 109.7

LEVELING DIAGRAM

Figure 6-3

(2) The basic empty weight center of gravity (as weighed including optional equipment, full oil and unusable fuel) can be determined by the following formula:

C.G. Arm

=

N (A)+ (R + L) (B) inches

Where: T

=

N + R + L

ISSUED: AUGUST 13, 1982

REVISED: OCTOBER IS, 1982

REPORT: VB-1180

6-S

SECI'ION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-18-161, WARRIOR II

6.5 WEIGHT AND BALANCE DATA AND RECORD

The Basic Empty Weight, Center of Gravity Location and Useful Load listed in Figure 6-5 are for the airplane as licensed at the factory. These figures apply only to the specific airplane serial number and registration number shown.

The basic empty weight of the airplane as licensed at the factory has been entered in the Weight and Balance Record (Figure 6-7). This form is provided to present the current status ofthe airplane basic empty weight and a complete history of previous modifications. Any change to the permanently installed equipment or modification which affects weight or moment must be entered in the Weight and Balance Record and Equipment List.

REPORT: VB-1180

6-6 .

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

MODEL PA-28-161, WARRIOR II

Airplane Serial N u m b e r - - - - - - - - - -

AIRPLANE BASIC EMPTY WEIGHT

Item

Actual

Standard Empty Weight* Computed

C.G. Arm

Weight x (Inches Aft

Moment

(Lbs) of Datum) (In-Lbs)

Optional Equipment

Basic Empty Weight

*The standard empty weight includes full oil capacity and 2.0 gallons of unusable fuel.

AIRPLANE USEFUL LOAD- NORMAL CATEGORY OPERATION

(Ramp Weight) -(Basic Empty Weight)

Useful Load

(Normal Category: (2447 lbs) - ( lbs.)

(Utility Category: (2027 lbs) - ( lbs.)

· lbs. lbs.

THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE

FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER

TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS

HAVE BEEN MADE.

WEIGHT AND BALANCE DATA FORM

Figure 6-5

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-7

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-18-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

6·8

ISSUED: AUGUST 13, 1981

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

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SECTION 6

WEIGHT AND BALANCE

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WEIGHT AND BALANCE RECORD

Figure 6-7

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-9

SECTION 6

WEIGHT AND BALANCE e z

If

>. c:C.

CIII:I.LI

...

.... u -

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J CIQ~ ~

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...

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

....

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;z c:

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CIS

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I - -

CIS

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WEIGHT AND BALANCE RECORD (cont)

Figure 6-7 (cont)

REPORT: VB-1180

6--10

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of all items to be loaded to the basic empty weight.

(b) Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the airplane.

(d) Divide the total moment by the total weight to determine the C. G. location.

(e) By using the figures of item (a) and item (d) (above), locate a point on the C. G. range and weight graph (Figure 6-15). If the point falls within the C. G. envelope, the loading meets the weight and balance requirements.

Basic Empty Weight

Pilot and Front Passenger

Arm Aft

Weight Datum Moment

(Lbs) (Inches) (ln-Lbs)

1500 85.9 128850

340.0 80.5 27370

Passengers (Rear Seats)*

Fuel (48 Gallon Maximum)

340.0

267

118.1

95.0

142.8

40154

25365

Baggage* (200 Lbs. Maximum)

Ramp Weight (2447 Lbs. Normal,

2027 Lbs. Utility Maximum)

Fuel Allowance

For Engine Start, Taxi and Run Up

2447 90.6 221739

-7 95.0 -665

Takeoff Weight (2440 Lbs. Normal,

2020 Lbs. Utility Maximum) 2440 90.6 221074

The center of gravity (C. G.) of this sample loading problem is at 90.6 inches aft of the datum line. Locate this point (90.6) on the C.G. range and weight graph. Since this point falls within the weight- C. G. envelope, this loading meets the weight and balance requirements.

IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT OWNER

TO INSURE THAT THE AIRPLANE IS LOADED PROPERLY.

*Utility Category Operation - No baggage or aft passengers allowed.

SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

REPORT: VB-1180

6-11

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR ll

Arm Aft

Weight Datum Moment

(Lbs) (Inches) (ln-Lbs)

Basic Empty Weight

Pilot and Front Passenger

Passengers (Rear Seats)*

Fuel (48 Gallon Maximum)

Baggage* (200 Lbs. Maximum)

Ramp Weight (2447 Lbs. Normal,

2027 Lbs. Utility Maximum)

Fuel Allowance

For Engine Start, Taxi and Run Up

Total Loaded Airplane (2440 Lbs. Normal,

2020 Lbs. Utility Maximum)

-7

80.5

118.1

95.0

142.8

95.0 -665

Totals must be within approved weight and e.G. limits. It is the responsibility of the airplane owner and the pilot to insure that the airplane is loaded properly. The Basic Empty Weight e.G. is noted on the Weight and Balance

Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight· and Balance Record for this information.

*Utility Category Operation - No baggage or aft passengers allowed.

WEIGHT AND BALANCE LOADING FORM

Figure 6-11

REPORT: VB-1180

6-12

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

400

350

300

250

...

:s:

CJ w

200

~ c g

150

100

10 15 20 25

MOMENT/1000 (POUNDS -INCHES)

30 35 40

LOADING GRAPH

Figure 6-13

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-13

SECTION 6

WEIGHT AND BALANCE

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

WEIGHT vs

C.G. ENVELOPE

89 90

2440 M~X. GROSS WT.

NORMALCATEGORY ~--~--~~~~~~--r-~

\---1----+--+--+--1----+--+----+---1---1

,., t:

Ill

1 BOO

~ i

~--+--1----t-

-+----1r--t---t--1--f--f : - - !:2-1700

"c:r w

~~~~~-+--+-~~~~~----~-1600

....

!1.

\--\.--+-f-------l--l--.f--t----1--+--1-----!;-,

500

':.G. LOCATION (INCHES AFT DATUM)

REPORT: VB-1180

6-14

C.G. RANGE AND WEIGHT

Figure 6-15

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

6.9 INSTRUCTIONS FOR USING THE WEIGHT AND BALANCE

PLOTTER

This plotter is provided to enable the pilot quickly and conveniently to:

(a) Determine the total weight and C.G. position ..

(b) Decide how to change his load if his first loading is not within the allowable envelope.

Heat can warp or ruin the plotter if it is left in the sunlight. Replacement plotters may be purchased from Piper dealers and distributors.

The "Basic Empty Weight and Center of Gravity" location is taken from the Weight and Balance Form (Figure 6-5), the Weight and Balance Record

(Figure 6-7) or the latest FAA major repair or alteration form.

The plotter enables the user to add weights and corresponding moments graphically. The effect of adding or disposing of useful load. can easily be seen. The plotter does not cover the situation where cargo is loaded in locations other than on the seats or in the baggagt; compartments.

Brief instructions are given on the plotter itself. To use it, first plot a point on the grid to locate the basic weight and C.G. location. This can be put on more or less permanently because it will not change until the airplane is modified. Next, position the zero weight end of any one of the loading slots over this point. Using a pencil, draw a line along the slot to the weight which will be carried in that location. Then position the zero weight end of the next slot over the end of this line and draw another line representing the weight which will be located in this second position. When all the loads have been drawn in this manner, the final end of the segmented line locates the total load and the C. G. position of the airplane for takeoff. If this point is not within the allowable envelope it will be necessary to remove fuel, baggage, or passengers and I or to rearrange baggage and passengers to get the final point to fall within the envelope.

Fuel burn-off does not significantly affect the center of gravity.

ISSUED: AUGUST 13, 1982 REPORT: V:S.1180

6-15

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

WEIGHT vs

C.G. ENVELOPE

2440 MAX. GROSS WT.

NORMAL CATEGORY

89 90 91 92 93

2400

REPORT: VB-1180

6-16

SAMPLE PROBLEM

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 6

WEIGHT AND BALANCE

SAMPLE PROBLEM

A sample problem will demonstrate the use of the weight and balance plotter.

Assume a basic weight and C.G.location of 1300 pounds at 85.00 inches respectively. We wish to carry a pilot and 3 passengers. Two men weighing

180 and 200 pounds will occupy the front seats, and two children weighing

80 and 100 pounds will ride in the rear. Two suitcases weighing 25 pounds and 20 pounds respectively, will be carried in the rear compartment. We wish to carry 48 gallons of fuel. Will we be within the safe envelope?

(a) Place a dot on the plotter grid at 1300 pounds and 85.00 inches to represent the basic airplane. (See illustration.)

(b) Slide the slotted plastic into position so that the dot is under the slot for the forward seats, at zero weight. .

(d) Continue moving the plastic and plotting points to account for weight in the rear seats (80 + 100}, baggage compartment (45), and fuel tanks (288).

(e) As can be seen from the illustration, the final dot shows the total weight to be 2193 pounds with the C.G. at 89.44. This is well within the envelope.

As fuel is burned off, the weight and C. G. will follow down the fuel line and stay within the envelope for landing.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

6-17

TABLE OF CONTENTS

SECTION 7

DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS

Paragraph

No.

Page

No.

7.1

7.3

7.5

7.7

The Airplane...................................... 7-1

Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

7.9 Flight Controls.............................. . . . . . . 7-5

7.11 Engine Controls................................... 7-6

7.13 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8

7.15 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10

7.17 Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13

7.19 Instrument Panel .. .. .. . .. .. .. . .. . . . .. . .. .. .. .. .. .. 7-15

7.21 Pitot-Static System . . . . . . . . . . . . .. .. .. .. . . . . .. .. .. . . 7-18

7.23 Heating and Ventilating System . . . . . . . . . . . . . . . . . . . . . 7-21

7.25 Cabin Features.................................... 7-21

7.27 Baggage Area . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . 7-22

7.29 Stall Warning . .. .. . . .. . . . . .. .. . . . . . . .. . . . . . . .. .. .. 7-22

7.31 Finish............................................ 7-22

7.33 Piper External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23

7.35 Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . 7-23

7.37 Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25

7:39 Carburetor Ice Detection System . . . . . . . . . . . . . . . . . . . . 7-26

REPORT: VB-1180

7-i

PIPER AIRCRAFf CORPORATION

PA-28-161, WARRIOR ll

SECTION7

DESCRIYfiON & OPERATION

SECTION?

DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS

7.1 THE AIRPLANE

The Warrior II is a single-engine, fixed gear monoplane of all metal construction with low semi-tapered wings. It has four place seating and a baggage capacity of two hundred pounds.

7.3 AIRFRAME

The primary structure, with the exception of the steel tube engine mount, steel landing gear struts and isolated areas, is of aluminum alloy construction. Lightweight plastics are used extensively in the extremities the wing tips, the engine cowling, etc. - and in nonstructural components throughout the airplane.

The fuselage is a conventional semi-monocoque structure. On the right side of the airplane is a cabin door for entrance and exit. A baggage door is installed aft of the rear seat.

The wing is of a conventional, semi-tapered design incorporating a laminar flow, NACA 652415, airfoil section. The cantilever wings are attached to each side of the fuselage by insertion of the butt ends of the main spars into a spar box carry-through which is an integral part of the fuselage structure. The spar box carry-through structure, located under the rear seat, provides in effect a continuous main spar. The wings are also attached fore and aft of the main spar by an auxiliary front spar and a rear spar. The rear spar, in addition to taking torque and drag loads, provides a mount for flaps and ailerons. The four-position wing flaps are mechanically controlled by a handle located between the front seats. When fully retracted, the right flap locks into place to provide a step for cabin entry. Each wing contains one fuel tank.

ISSUED: AUGUST 13,1982 REPORT: VB-1180

7-1

SECTION7

DESCRIPTION & OPERATION

PIPER AIRCRAFI' CORPORATION

PA-28-161, WARRIOR ll

A vertical stabilizer, an all-movable horizontal stabilator, and a rudder make up the empennage. The stabilator incorporates an anti-servo tab which improves longitudinal stability and provides longitudinal trim. This tab moves in the same direction as the stabilator, but with increased travel.

7.5 ENGINE AND PROPELLER

The PA-28-161 is powered by a four cylinder, direct drive, horizontally opposed engine rated at 160 HP at 2700 RPM. It is equipped with a starter, a

60 amp 14 volt alternator, a shielded ignition, two magnetos, vacuum pump drive, a fuel pump, and a wetted polyurethane foam induction air filter.

The engine compartment is accessible for inspection through top-hinged side panels on either side of the engine cowlings. The engine cowlings are cantilever structures attached at the fire wall. The engine mounts are constructed of steel tubing, and dynafocal mounts are provided to reduce vibration.

The exhaust system is constructed of stainless steel and incorporates dual mufflers with heater shrouds to supply heated air for the cabin, the defroster system and the carburetor deicing system.

An oil cooler is located on the left rear of the engine mounted to the engine baffling. Engine cooling air, which is picked up in the nose section of the engine cowling and carried through the baffling, is utilized on the left side for the oil cooler. A winterization plate is provided to restrict air during winter operation (refer to Section 8).

Engine air enters on either side of the propeller through openings in a nose cowling and is carried through the engine baffling around the engine and oil cooler. Air for the muffler shroud is also picked up from the nose cowling and carried through a duct to the shroud. Carburetor induction air enters a chin scoop on the lower right cowling and is passed through a wetted polyurethane filter tO' the carburetor air box. Heated air enters the carburetor air box through a hose connected to the heater shroud.

A fixed pitch propeller is installed as standard equipment The propeller

I has a 74-inch diameter with a 58 or 60-inch pitch. The pitch is determined at

75% of the diameter. The propeller is made of an aluminum alloy construction.

The pilot should read and follow the procedures recommended in the

Lycoming Operator's Manual for this engine in order to obtain maximum engine efficiency and time between engine overhauls.

REPORT: VB-1180

7-2

ISSUED: AUGUST 13, 1982

REVISED: SEPTEMBER 12; 1990

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

MAIN WHEEL ASSEMBLY

Figure 7-1

ISSUED: AUGU~T 13, 1982 REPORT: VB-1180

7-3

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION P A-28-161, WARRIOR II

7.7 LANDING GEAR on

The fixed-gear PA-28-161 is equipped with a Cleveland 5.00 x 5 wheel the nose gear and a Cleveland 6.00 x 6 wheel on each main gear

(Figure 7-1 ). Cleveland single disc hydraulic brake assemblies are provided on the main gear. The nose gear has a 5.00 x 5 four-ply tire, while the main wheel assemblies have 6.00 x 6 four-ply tires. At gross weight, the main gear tires require a pressure of 24 psi, and the nose gear tire requires a pressure of 30 psi.

A spring device is incorporated in the rudder pedal torque tube assembly to provide rudder trim. A bungee in the nose gear steering mechanism reduces steering effort and dampens bumps and shocks during taxiing. By using the rudder pedals and the brakes. the nose gear is steerable through a

30 degree arc each side of center. Later aircraft ha.ve the bungee removed from the nose gear steering mechanism and are steerable through a 20 degree arc each side of center. A shimmy dampener is also included in the nose gear.

The three struts are of the air-oil type with the normal static load extension being 3.25 inches for the nose gear and 4.50 inches for the main gear.

The brakes are actuated by toe brake pedals which are attached to the rudder pedals or by a hand lever and master cylinder located below and behind the center of the instrument sub panel. Hydraulic cylinders are lo~ated above each pedal and adjacent to the hand brake lever. The brake

.fluld reservoir is installed on the top left front face of the fire wall. The parking brake is incorporated in the master cylinder and is actuated by pulling back. on the brake lever and depressing the knob attached to the left side of the handle. To release the parking brake, pull back on the brake lever to disengage the catch mechanism and allow the handle to swing forward (refer to Figure 7-5).

REPORT: VB·ll80

7-4

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 7

DESCRIPTION & OPERATION

FLIGHT CONTROL CONSOLE

Figure 7-3

7.9 FLIGHT CONTROLS

Dual flight controls are provided as standard equipment. The flight controls actuate the control surfaces through a cable system.

The horizontal surface (stabilator) is of the flying tail design with a trim tab mounted on the trailing edge. This tab serves the dual function of providing trim control and pitch control forces. The trim tab is actuated by a trim control wheel located on the control console between the front seats

(Figure 7-3). Forward rotation of the wheel gives nose down trim and aft rotation gives nose up trim.

The rudder is conventional in design and incorporates a rudder trim.

The trim mechanism is a spring loaded recentering device. The trim control is located on the right side of the pedestal below the throttle quadrant (refer to Figure 7-5). Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim.

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

7-5

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161, WARRIOR II

Manually controlled flaps are provided on the PA-28-161. The flaps are balanced and spring loaded to return to the retracted (up) position. A control handle, which is located between the two front seats on the control console (Figure 7-3), extends the flaps by the use of a control cable. To extend the flaps, the handle is pulled up to the desired flap setting of I 0, 25 or

40 degrees. To retract, depress the button on the end of the handle and lower the control. When extending or retracting flaps, there is a pitch change in the airplane. This pitch change can be corrected either by stabilator trim or increased control wheel force. When the flaps are in the retracted {up) position the right flap, provided with an over-center lock mechanism, acts as a step. ·

NOTE

The right flap will support a load only in the fully retracted (up) position. When the flap is to be used as a step, make sure the flaps are in the retracted (up) position.

7.11 ENGINE CONTROLS

Engine controls consist of a throttle control and a mixture control lever.

These controls are located on the control quadrant on the lower center of the instrument. panel (Figure 7-5) where they a '"e accessible to both the pilot and the copilot. The controls utilize teflon-lined control cables to reduce friction and binding.

The throttle lever is used to adjust engine RPM. The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing of the mixture lever in the full lean position. For information on the· leaning procedure, see the Avco-Lycoming Operator's Manual.

The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or decrease the friction holding the throttle and mixture controls or to lock the controls in a selected position.

The carburetor heat control lever is located to the right of the control quadrant on the instrument panel. The control is placarded with two positions: ON (down), OFF (up).

REPORT: VB-1180 ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

CONTROL QUADRANT AND CONSOLE

Figure 7-5

ISSUED: AU(WST 13, 1982 REPORT: VB-1180

7-7

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & 9PERATION PA-28-161, WARRIOR II

--::;::.:..

--::--::::::::::::::-._<9'/~

FUEL SELECTOR

Figure 7-7

7.13 FUEL SYSTEM

Fuel is stored in two twenty-five gallon (24 gallons usable) fuel tanks, giving the airplane a total capacity of fifty U.S. gallons (48 gallons usable).

Each tank is equipped with a filler neck indicator tab to aid in determining fuel remaining when the tanks are not full. Usable capacity to the bottom of the indicator tab is 17 gallons. The tanks are secured to the leading edge of each wing with screws and nut plates. This allows removal for service or inspection.

The fuel tank selector control (Figure 7-7) is located on the left side panel forward of the pilot's seat. The button on the selector cover must be depressed and held while the handle is moved to the OFF position. The button releases automatically when the handle is moved back to the ON position.

An auxiliary electric fuel pump is provided in case of the failure of the engine-driven pump. The electric pump should be ON for all takeoffs and landings and when switching tanks. The fuel pump switch is located in the switch panel above the throttle quadrant.

REPORT:

7-8

VB-1180 ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA·28-161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

CARBURETOR

ENGIIIl fUEL PUMP

HECTRIC fUEl PUMP

LEFT MAIII lANK RIGHT MAIN TAN~ fUEl QUAIIIITY r.AUGES

FUEL SYSTEM SCHEMATIC

Figure 7-9

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

7-9

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161, WARRIOR II

The fuel drains should be opened daily prior to first flight to check for water or sediment and proper fuel. Each tank has an individual drain at the bottom, inboard rear corner. A fuel strainer, located on the lower left front of the fire wall, has a drain which is accessible from outside the nose section.

The strainer should also be drained before the first flight of the day. Refer to

Section 8 for the complete fuel draining procedure.

Optional locking fuel caps are available for all fillers. A single key will fit fuel caps, cabin door and baggage door compartments.

Fuel quantity and fuel pressure gauges are mounted in a gauge cluster located on the left side of the instrument panel to the right of the control wheel (refer to Figure 7-15).

An optional engine priming system is available to facilitate starting. The primer pump is located to the immediate left of the throttle quadrant (refer to Figure 7-5).

7.15 ELECTRICAL SYSTEM

The electrical system includes a 14-volt, 60-amp alternator; a 12-volt battery; a voltage regulator; an overvoltage relay and a master switch relay

(Figure 7-11). The battery is in a box, mounted on the forward right face of the fire wall. The regulator and overvoltage relay are located on the forward left side of the fuselage behind the instrument panel.

Electrical switches are located on the right center instrument panel (refer to Figure 7-15), and the circuit breakers are located on the lower right instrument panel (refer to Figure 7-13). A rheostat switch on the left side of the switch panel controls the navigational lights and the radio lights. The similar switch on the right side controls and dims the panel lights.

Standard electrical accessories include a starter, electric fuel pump, stall warning indicator, cigar lighter, fuel gauge, ammeter, and annunciator panel.

CAUTION

Do not use cigar lighter receptacles as power sources for any devices other than the cigar lighters supplied with the airplane. Any other device plugged into these receptacles may be damaged.

REPORT: VB-1180

7-10

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 7

DESCRIPTION & OPERATION

The annunciator panel includes alternator and low oil pressure indicator lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum indicator light. The annunciator panel lights are provided only as a warning to the pilot that a system may not be operating properly, and that he should check and monitor the applicable system gauge to determine when or if any necessary action is required.

NOTE

When operating with light electrical load and a fully charged battery, the Alternator Inop. light may illuminate due to minimal alternator output. If the alternator is functional a slight increase in electrical load should extinguish the Inop. indication.

Optional electrical accessories include navigation lights, wing tip recognition lights, anti-collision light, landing light, instrument lighting, and cabin dome light.

Circuits will handle the addition of communications and navigational equipment.

An optional light, mounted in the overhead panel, provides instrument and cockpit lighting for night flying. The light is controlled by a rheostat switch located adjacent to the light. A map light window in the lens is actuated by an adjacent switch.

WARNING

Anti-collision lights should not be operating when flying through cloud, fog or haze, since the reflected light can produce spatial disorientation. Strobe lights should not be used in close proximity to the ground such as during taxiing, takeoff or landing.

Unlike previous generator systems, the ammeter as installed does not show battery discharge; rather, it indicates the electrical load on the alternator in amperes. With all the electrical equipment off and the master switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the ammeter will indicate the total ampere draw of all the units including the battery. For example, the average continuous load for night flight with radios on is about 30 amperes. This 30 ampere value plus approximately 2 amperes for a fully charged battery will appear continuously under these flight conditions. The amount of current shown on the ammeter will tell immediately if the alternator system is operating normally, as the amount of current shown should equal the total amperage drawn by the electrical equipment which is operating.

For abnormal and/or emergency operation and procedures, see Section 3.

An optional wing tip/recognition light system consists of 2 lights (one in each wing tip) and is operated by a split landing light/recognition light rocker type switch mounted on the switch panel.

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

7-11

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 7

DESCRIPTION & OPERATION

NOTE

Optional electrical accessories include navigation lights, wing tip recognition lights, anti-collision light, landing light, instrument lighting, and cabin dome light.

Circuits will handle the addition of communications and navigational equipment.

WARNING

For abnormal and/or emergency operation and procedures, see Section 3.

An optional wing tip/recognition light system consists of 2 lights (one in each wing tip) and is operated by a split landing light/recognition light rocker type switch mounted on the switch panel.

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

7-11

SECTION 7

DESCRIPTION & OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 7

DESCRIPTION & OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

ALTERNATOR AND STARTER SCHEMATIC

Figure 7-11

REPORT: VB-1180

7-12

ISSUED: AUGUST 13, 1982

ALTERNATOR AND STARTER SCHEMATIC

Figure 7-11

REPORT: VB-1180

7-12

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

CIRCUIT BREAKER PANEL

Figure 7-13

7.17 VACUUM SYSTEM*

The vacuum system is designed to operate the air-driven gyro instruments. This includes the directional and attitude gyros when installed. The system consists of an engine driven vacuum pump, a vacuum regulator, a filter and the necessary plumbing.

The vacuum pump is a dry-type pump. A shear drive protects the pump from damage. If the drive shears, the gyros will become inoperative.

A vacuum gauge, mounted on the far right instrument panel, provides a pilot check for the system during operation. A decrease in pressure in a system that remained constant over an extended period may indicate a dirty filter, dirty screens, possibly a sticky vacuum regulator or leak in the system (a low vacuum indicator light is provided in the annunciator panel). Zero pressure would indicate a sheared pump drive, defective pump, possibly a defective

*Optional equipment

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

7-13

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161, WARRIOR II gauge or collapsed line. In the event of any gauge variation from the norm, the pilot should have a mechanic check the system to prevent possible damage to the system components or eventual failure of the system.

A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 4. 8 to 5.1 inches of mercury, a setting which provides sufficient vacuum to operate all the gyros at their rated RPM.

Higher settings will damage the gyros and with a low setting the gyros will be unreliable. The regulator is located behind the instrument panel. Vacuum pressure, even though set correctly, can read lower at very high altitude

(above 12,000 ft), and at low engine RPM (usually on approach or during training maneuvers). This is normal and should not be considered a malfunction.

REPORT: VB-1180

7-14

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-18-161, WARRIOR II DESCRIPTION

SECTION 7

& OPERATION

7.19 INSTRUMENT PANEL

The instrument panel (Figure 7-15) is designed to accommodate instruments and avionics equipment for VFR and IFR flights.

The radios and the circuit breakers are located o.n the upper and lower right panel, respectively, and have circuits provided for the addition of optional radio eql;lipment. An optional radio master switch is located near the top of the instrument panel between the radio stacks. It controls the power to all radios through the aircraft master switch. An emergency bus switch is also provided to supply auxiliary power to the avionics bus in event of a radio master switch circuit failure. The emergency bus switch is located behind the lower right shin guard, left of the circuit breaker panel. An engine cluster is located to the right of the pilot control wheel and includes a fuel pressure gauge, a right and left main fuel quantity gauge, an oil temperature gauge and an oil pressure gauge.

Standard instruments include a compass, an airspeed indicator, a tachometer, an altimeter, an ammeter, an engine cluster, and an annunciator panel. The compass is mounted on the windshield bow in clear view of the pilot. The annunciator panel is mounted in the upper instrument panel to warn the pilot of a possible malfunction in the alternator, oil pressure, or vacuum systems.

Instrument options available for the panel includes a suction gauge, vertical speed indicator, attitude gyro, directional gyro, clock, tru-speed indicator and a turn and slip indicator or turn coordinator. The attitude gyro and directional gyro are vacuum operated through the use of a vacuum pump inst;liled on the engine, while the turn and slip indicator is electrically operated. The vacuum suction gauge is on the far right of the instrument panel.

ISSUED: AUGUST 13, 1981 REPORT: VB-1180

7-15

< tp

..........

....

...... =

Ill' t-1

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Ill'

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~ r/J

....

r/J r/J

~ a

...;

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'T:It""

~·z

.,r!J .,...,

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1. CLOCK

2. ADF INDICATOR

3. TURN INDICATOR

4. AIR SPEED INDICATOR

5. DIRECTIONAL GYRO

6. ATTITUDE GYRO

7. VERTICAL SPEED INDICATOR

8. ALTIMETER

9. ANNUNCIATOR TEST SWITCH

10. ANNUNCIATOR

11. MAGNETIC COMPASS

12. NAVIGATION INDICATORS

13. TRANSPONDER

14. AUDIO SELECTOR PANEL

16. AVIONICS

16. RADIO MASTER SWITCH

17. ADF

18. HOUR METER

19. GYRO GAUGE

20. CIGAR LIGHTER

21. MIKE/PHONE JACKS

22. AUTOPILOT CONTROL PANEL

23. NAVIGATION SELECTOR SWITCH

24. MAGNETO/STARTER SWITCH

26. PITCH CONTROL

26. LEFT FUEL GAUGE

27. ENGINE INSTRUMENT CLUSTER

28. TACHOMETER

29. RIGHT FUEL GAUGE

30. PRIMER

31. AIR COI\IDITIONEA DOOR WARNING LIGHT

32. THROTTLE QUADRANT

33. FRICTION LOCK

34. CARBURETOR HEAT CONTROL

35 MASTER AND ACCESSORY SWITCH PANEL

36. ALTERNATOR GAUGE

37. CIRCUIT BREAKER PANEL

38. CLIMATE CONTROL PANEL

"1:1"1:1

Nt-1

....

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Ill'>

111'011

-...;

~~~'o

"1:1

= t::lz

"1:1 t-1 r/J

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...;

= z

"'::r/J t-11:'":! lll't"l

>""'i

_o z ......

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161, WARRIOR II

7.21 PITOT-STATIC SYSTEM

The system supplies both pitot and static pressure for the airspeed indicator, altimeter, and the optional vertical speed indicator (Figure 7~17).

Pitot and static pressure are picked up by a pitot head installed on the bottom of the left wing and carried through pitot and static Jines within the wing and fuselage to the gauges on the instrument panel.

An alternate static source is available as optional equipment. The control valve is located below the left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin vents must be closed and the cabin heater and defroster must be on during alternate static source operation. The altimeter error is less than 50 feet unless otherwise placarded.

Both the pitot and static Jines can be drained through separate drain valves located on the left lower side of the fuselage interior.

A heated pitot head, which alleviates problems with icing and heavy rain, is available as optional equipment. The switch for the heated pi tot head is located on the electrical switch panel to the left of the right control wheel.

To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed over the pi tot head. A partially or completely blocked pitot head will give erratic or zero readings on the instruments.

NOTE

During the preflight, check to make sure the pitot cover is removed.

REPORT: VB-1180

7-18

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 7

DESCRIPTION & OPERATION

7.23 HEATING AND VENTILATING SYSTEM

Heat for the cabin interior and the defroster system is provided by a shroud attached to the muffler (Figure 7-19). The amount of heat can be regulated with the controls located on the far right side of the instrument panel.

The a.irflow between front and rear seats can be regulated by the heat diversion controls located on either side of the console atop the heat ducts.

CAUTION

When cabin heat is operated, heat duct surface becomes hot. This could result in burns if arms or legs are placed too close to heat duct outlets or surface.

Fresh air inlets are located in the leading edges of the wings near the fuselage. At each front seat location there is an adjustable fresh air outlet on the side of the cabin near the floor. Rear seat vents are optional. Cabin air is exhausted through an outlet located below the rear seat.

An optional overhead ventilating system with outlets over each seat is also available. An additional option to aid in fresh air circulation on models without air conditioning is a cabin air blower to force air through the overhead vent system. This blower is operated by a fan switch with four positions-

OFF, LOW, MED, and HIGH. The switch is located on the right side of the instrument panel with the heater and defroster controls.

7.15 CABIN FEATURES

For ease of entry and exit and for pilot-passenger comfort, the front seats are adjustable fore and aft. The right front seat tilts forward to allow easy entry to the rear seats. The cabininterior includes a pilot storm window, ash trays and armrests on each front seat, two map pockets and pockets on the backs of the front seats.

The front seats can be equipped with optional headrests and optional vertical adjustment.

ISSUED: AUGUST 13,1982 REPORT: VB-1180

7-21

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161, WARRIOR II

Shoulder harnesses with inertia reels are provided for each front seat occupant and, depending on the model year, are provided as standard or optional equipment for the occupants of the rear seats. A check ofthe inertia reel mechanism can be made by pulling sharply on the strap and checking that the reel will lock in place under sudden stress. This locking feature prevents the strap from extending and holds the occupant in place. Under normal movement the strap will extend and retract as required. Shoulder harnesses should be routinely worn during takeoff, landing and whenever an inflight emergency situation occurs.

7.27 BAGGAGE AREA

A 24 cubic foot baggage area, located behind the rear seat, is accessible from the cabin or loaded through a large 20 x 22 inch outside baggage door on the right side of the fuselage. Maximum capacity is 200 pounds. Tiedown straps are available and they should be used at all times.

NOTE

It is the pilot's responsibility to be sure when the baggage is loaded that the aircraft C. G. falls within the allowable C.G. range. (See Weight and Balance Section.)

7.29 STALL WARNING

An approaching stall is indicated by an audible alarm located behind the instrument panel. The indicator activates at between five and ten knots above stall speed.

7.31 FINISH

All exterior surfaces are primed with etching primer and finished with acrylic lacquer. To keep the finish attractive, economy size spray cans of touch-up paint are available from Piper Dealers.

An optional polyurethane finish is available.

REPORT: VB-1180

7-22

ISSUED: AUGUST 13, 1982

REVISED~ .HJT.Y 12. 19R5

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

7.33 PIPER EXTERNAL POWER*

An optional starting installation known as Piper External Power(PEP) is accessible through a receptacle located on the right side of the fuselage. forward of the wing. An external battery can be connected to the socket, thus allowing the operator to crank the engine without having to gain access to the airplane's battery. Instructions on a placard located on the cover of the receptacle should be followed before using the external power. For instructions on the use of the PEP see STARTING WITH EXTERNAL POWER

SOURCE in Section 4- Normal Operating Procedures.

7.35 EMERGENCY LOCATOR TRANSMITTER*

The Emergency LocatorTransmitter(EL T). when installed. is located in the aft portion of the fuselage just below the stabilator leading edge and is accessible through a plate on the right side of the fuselage. This plate is attached with slotted-head nylon screws for ease of removal; these screws may be readily removed with a variety of common items such as a dime. a key, a knife blade, etc. If there are no tools available in an emergency. the screw heads may be broken off by any means. TheEL T meets the requirements of FAR 91.52.

A battery replacement date is marked on the transmitter to comply with

FAA regulations. the battery must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an emergency situation or, if the accumulated test time exceeds one hour, or if the unit has been inadvertently activated for an undetermined time period.

NOTE

If for any reason a test transmission is necessary, the test transmission should be conducted only in the first five minutes of any hour and limited to three audio sweeps. If the tests must be made at any other time, the tests should be coordinated with the nearest FAA tower or flight service station.

*Optional equipment

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

REPORT: VB-1180

7-23

SECTION 7 PIPER AIRCRAFT CORPORATION

DESCRIPTION & OPERATION PA-28-161. WARRIOR II

NARCO EL T to OPERATION

On the ELT unit itself is a three position switch placarded ON, OFF and

ARM. The ARM position sets the EL T so that it will transmit after impact and will continue to transmit until its battery is drained. The ARM position is selected when the EL Tis installed in the airplane, and it should remain in that position.

To use the EL Tas a portable unit in an emergency, remove the cover and unlatch the unit from its mounting base. The antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on the two small wires will break them loose. Deploy the self-contained antenna by pulling the plastic tab marked PULL FULLY TO EXTEND ANTENNA.

Move the switch to ON to activate the transmitter.

In the event the transmitter is activated by an impact, it can only be turned off by moving the switch on the E L T unit to OFF: Nor mal operation can then be restored by pressing the small clear plastic reset button located on the top of the front face of the EL T and then moving the switch to ARM.

A pilot's remote switch located on the left side panel is provided to allow the transmitter to be turned on from inside the cabin. The pilot's remote switch is placarded ON and ARMED. The switch is normally in the

ARMED position. Moving the switch to ON will activate the transmitter.

Moving the switch back to the ARM ED position will turn off the transmitter only if the impact switch has not been activated.

The EL T should be checked to make certain the unit has not been activated during the ground check. Check by selecting 121.50 MHz on an operating receiver. If there is an oscillating chirping sound, the EL T may have been activated and should be turned off immediately. This requires removal of the access cover and moving the ~witch to OFF, then press the reset button and return the switch to ARM. Recheck with the receiver to ascertain that the transmitter is silent.

REPORT: VB-1180

7-24

ISSUED: AUGUST 13. 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION.7

DESCRIPTION & OPERATION

NARCO ELT 910 OPERATION

On the ELT unit itself is a three position switch placarded ON, OFF and

ARM. The ARM position sets the ELT so that it will transmit after .impact and will continue to transmit until its battery is drained. The ARM position is selected when the ELT is installed in the airplane and it should remain in that position.

A pilot's remote switch. placarded ON and ARM, is located on the left side panel to allow the transmitter to be armed or turned on from inside the cabin. The switch is normally in the ARM position. Moving the switch to ON will activate the transmitter. A warning light, located above the remote switch, will blink continuously whenever the ELT is activated.

NOTE

The warning light will not blink if the ELT is activated by an incident that also results in severance of the airplane's power supply lines.

Should the ELT be activated inadvertently it can be reset by either positioning the remote switch to the ON position for two seconds, and then relocating it to the ARM position, or by setting the switch on the ELT to OFF and then back to ARM.

In the event the transmitter is activated by an impact, it can be turned off by moving the ELT switch OFF. Normal operation can then be restored by resetting the switch to ARM. It may also be turned off and reset by positioning the remote switch to the ON position for two seconds, and then to the ARM position.

The transmitter can be activated manually at any time by placing either the remote switch or the ELT switch to the ON position.

Ground Check

The ELT should be checked during postflight to make certain the unit has not been activated. Check by selecting 121.50 MHz on an operating receiver. If a downward sweeping audio tone is heard, the ELT may have been activated.

Set the remote switch to ON. If there is no change in the volume of the signal, your airplane is probably transmitting. Setting the remote switch to ARM will automatically reset the ELT and should silence the signal being received on

121.50 MHz.

ISSUED: FEBRUARY 28, 1990 REPORT: VB-1180

7-24a

SECTION 7

DESCRIPTION & OPERATION

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFf BLANK

REPORT: VB-1180 r

7-24b

ISSUED: FEBRUARY 28, 1990

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II DESCRIPTION &

SECTION 7

OPERATION

7.37 AIR CONDITIONING*

The air conditioning system is a recirculating air system. The major items include evaporator, condenser, compressor, blower, switches and temperature controls.

The evaporator is located behind the left rear side of the baggage compartment. This cools the air that is used for air conditioning.

The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear of the baggage compartment area. The scoop extends when the air conditioner is ON and retracts to a flush position when the system is OFF.

The compressor is mounted on the forward right underside of the engine. It has an electric clutch which automatically engages or disengages the compressor to the belt drive system of the compressor.

An electrical blower is mounted on the aft side of the rear cabin panel.

Air from the baggage area is drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets located adjacent to each occupant.

The switches and temperature control are located on the lower right side of the instrument panel in the climate control center panel. The temperature control regulates the desired temperature of the cabin. Turn the control clockwise for increased cooling, counterclockwise for decreased cooling.

Located inboard of the temperature control is the fan speed switch and the air conditioning ON-OFF switch. The fan can be operated independently of the air conditioning. However, it must be on for air conditioner operation.

Turning either switch off will disengage the compressor clutch and retract the condenser door. Cooling air should be felt within one minute after the air conditioner is turned on.

NOTE

If the system is not operating in 5 minutes, turn the system OFF until the fault is corrected.

*Optional equipment

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

7-25

SECTION 7

DESCRIPTION &

PIPER AIRCRAFT CORPORATION

OPERATION PA-28-161, WARRIOR II

The FAN switch allows operation of the fan with the air conditioner turned OFF to aid cabin air circulation if desired. A LOW, MED or HIGH flow of air can be selected to the air conditioner outlets located in the overhead duct. The outlets can be adjusted or turned off by each occupant to regulate individual cooling effect.

The DOOR OPEN indicator light is located to the left of the radio stack in front of the pilot. The light illuminates whenever the condenser door is open and remains on until the door is closed.

A circuit breaker located on the circuit breaker panel protects the air conditioning electrical system.

Whenever the throttle is in the full throttle position, it actuates a micro switch which disengages the compressor and retracts the scoop. This is done to obtain maximum power and maximum rate of climb. The fan continues to operate and the air will remain cool for approximately one minute. When the throttle is retarded approximately 1/4 inch, the clutch will engage and the scoop will extend, again supplying cool, dry air.

7.39 CARBURETOR ICE DETECTION SYSTEM*

A carburetor ice detection system is available as optional equipment.

The system consists of a control box mounted on the instrument panel, a probe sensor mounted in the carburetor and a red warning light to indicate the presence of ice in the carburetor. If ice is present apply full carburetor heat. Refer to Carburetor Icing, Section 3, Emergency Procedures. To adjust the system for critical ice detection, first turn on the airplanes master switch and then turn on the ice detection unit. Turn the sensitivity knob fully counterclockwise causing the carb. ice light to come on. Now rotate the sensitivity knob back (clockwise) until the ice light just goes out. This establishes the critical setting.

WARNING

This instrument is approved as optional equipment only and Flight Operations should not be predicated on its use.

*Optional equipment

REPORT: VB-1180

7-26

ISSUED: AUGUST 13, 1982

TABLE OF CONTENTS

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

Paragraph

No.

Page

No.

8.1

8.3

8.5

8. 7

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Airplane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Airplane Alterations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

8.9 Ground Handling................ . . . . . . . . . . . . . . . . . . 8-5

8.11 Engine Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

8.13 Brake Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

8.15 Landing Gear Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

8.17 Propeller Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8- I 0

8.19 Oil Requirements.................................. 8-l I

8.21 Fuel System . . .. . . . . . .. . .. .. . . . . .. .. . .. .. . .. .. .. .. 8-I I

8. 23 Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14

8.25 Battery Service.................................... 8-14

8. 27 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15

8.29 Cold Weather Operation.................. . . . . . . . . . . 8-18

REPORT: VB-1180

8-i

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

8.1 GENERAL

This section provides general guidelines relating to the handling, servicing, and maintenance of the Warrior II. For complete maintenance instructions, refer to the PA-28-161 Maintenance Manual.

WARNING

Inspection, maintenance and parts requirements for all non-PIPER approved STC installations are not included in this handbook. When a non-PIPER approved STC installation is incorporated on the airplane, those portions of the airplane affected by the installation must be inspected in accordance with the inspection program published by the owner of the STC.

Since non-PIPER approved STC installations may change systems interface, operating characteristics and component loads or stresses on adjacent structures, PIPER provided inspection criteria may not be valid for airplanes with non-PIPER approved STC installations.

WARNING

Modifications must be approved in writing by PIPER prior to installation. Any and all other installations, whatsoever, of any kind will void this warranty in it’s entirety.

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

SECTION 8

AIRPLANE HANDLING, SERVICING AND MAINTENANCE

8.1 GENERAL

This section provides general guidelines relating to the handling, servicing, and maintenance of the Warrior II. For complete maintenance instructions, refer to the PA-28-161 Maintenance Manual.

WARNING

Modifications must be approved in writing by PIPER prior to installation. Any and all other installations, whatsoever, of any kind will void this warranty in it’s entirety.

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

8-1

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

8-1

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

WARNING

Use only genuine PIPER parts or PIPER approved parts obtained from PIPER approved sources, in connection with the maintenance and repair of PIPER airplanes.

Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER, even though identical in appearance, may not have had the required tests and inspections performed, may be different in fabrication techniques and materials, and may be dangerous when installed in an airplane.

Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources, may have service histories which are unknown or cannot be authenticated, may have been subjected to unacceptable stresses or temperatures or may have other hidden damage not discernible through routine visual or nondestructive testing. This may render the part, component or structural assembly, even though originally manufactured by

PIPER, unsuitable and unsafe for airplane use.

PIPER expressly disclaims any responsibility for malfunctions, failures, damage or injury caused by use of non-PIPER approved parts.

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

WARNING

Use only genuine PIPER parts or PIPER approved parts obtained from PIPER approved sources, in connection with the maintenance and repair of PIPER airplanes.

PIPER, unsuitable and unsafe for airplane use.

PIPER expressly disclaims any responsibility for malfunctions, failures, damage or injury caused by use of non-PIPER approved parts.

REPORT: VB-1180

8-1a

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

REPORT: VB-1180

8-1a

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

8.1 GENERAL (CONTINUED)

Every owner should stay in close contact with an authorized Piper

Service Center or Piper’s Customer Service Department to obtain the latest information pertaining to their airplane, and to avail themselves of Piper’s support systems.

Piper takes a continuing interest in having owners get the most efficient use from their airplane and keeping it in the best mechanical condition.

Consequently, Piper, from time to time, issues service releases including

Service Bulletins, Service Letters, Service Spares Letters, and others relating to the airplane.

Piper Service Bulletins are of special importance and Piper considers compliance mandatory. These are available on the Piper.com website.

Depending on the nature of the release, material and labor allowances may apply. This information is provided to all authorized Piper Service Centers.

Service Letters deal with product improvements and servicing techniques pertaining to the airplane. These are available on the Piper.com website..

Owners should give careful attention to Service Letter information.

Service Spares Letters offer improved parts, kits, and optional equipment which were not available originally, and which may be of interest to the owner.

Maintenance manuals, parts catalogs, and revisions to both, are available from Piper Service Centers.

Any correspondence regarding the airplane should include the airplane model and serial number to ensure proper response.

ISSUED: AUGUST 13, 1982

REVISED: JULy 17, 2015

REPORT: VB-1180

8-1b

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

8.3 AIRPLANE INSPECTION PERIODS

WARNING

All inspection intervals, replacement time limits, overhaul time limits, the method of inspection, life limits, cycle limits, etc., recommended by PIPER are solely based on the use of new, remanufactured or overhauled

PIPER approved parts. If parts are designed, manufactured, remanufactured, overhauled and/or approved by entities other than PIPER, then the data in PIPER’S maintenance/service manuals and parts catalogs are no longer applicable and the purchaser is warned not to rely on such data for non-PIPER parts. All inspection intervals, replacement time limits, overhaul time limits, the method of inspection, life limits, cycle limits, etc., for such non-PIPER parts must be obtained from the manufacturer and/or seller of such non-PIPER parts.

Piper has developed inspection items and required inspection intervals

(i.e.: 50, 100, 500, and 1000 hours) for the specific model aircraft.

Appropriate forms are contained in the applicable Piper Service/Maintenance

Manual, and should be complied with by a properly trained, knowledgeable, and qualified mechanic at a Piper Authorized Service Center or a reputable repair shop. Piper cannot accept responsibility for the continued airworthiness of any aircraft not maintained to these standards, and/or not brought into compliance with applicable Service Bulletins issued by Piper, instructions issued by the engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the FAA.

A progressive inspection, approved by the Federal Aviation Administration

(FAA), is also available to the owner. This involves routine and detailed inspections to allow maximum utilization of the airplane. Maintenance inspection costs are reduced, and the maximum standard of continued airworthiness is maintained. Complete details are available from Piper.

In addition, but in conjunction with the above, the FAA requires periodic inspections on all aircraft to keep the Airworthiness Certificate in effect.

The owner is responsible for assuring compliance with these inspection requirements and for maintaining proper documentation in logbooks and/or maintenance records.

REPORT: VB-1180

8-2

ISSUED: AUGUST 13, 1982

REVISED: MARCH 1, 2005

PIPER AIRCRAFf CORPORATION

PA-28-16lt WARRIOR ll

SECTIONS

HANDUNG, SERV & MAINT

A spectographic analysis of the engine oil is available from several sowces. This inspection, if performed properly, provides a good check of the internal condition of the engine. To be accurate, induction air filters must be cleaned or changed regularly, and oil samples must be taken and sent in at regular intervals.

8.5 PREVENTIVE MAINTENANCE

The holder of a pilot certificate issued under Federal Aviation Regulations

(FAR) Part 61 may perform certain preventive maintenance as defined in the

FARs. This maintenance may be performed only on an aircraft which the pilot owns and operates, and which is not used in air carrier or air taxi/commercial operations service.

All other aircraft maintenance must be accomplished by a person or facility appropriately certificated by the Federal Aviation Administration

(FAA) to perform that work.

Anytime maintenance is accomplished, an entry must be made in the

I appropriate aircraft maintenance records. The entry shall include:

(a) The date the work was accomplished.

(b) Description of the work.

(d) The certificate number of pilot performing the work.

(e) Signature of the individual doing the work.

ISSUED: AUGUST 13t 1982

REVISED: SEPTEMBER 12t 1990

REPORT: VB-1180

8-3

SECTIONS

HANDLING, SERV & MAINT

8.7 AIRPLANE ALTERATIONS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR ll

If the owner desires to have his aircraft modified, he must obtain FAA approval for the alteration. Major alterations accomplished in accordance with Advisory Circular 43.13-2, when performed by an A & P mechanic, may be approved by the local FAA office. Major alterations to the basic airframe or systems not covered by AC 43.13-2 require a Supplemental Type

Certificate.

The owner. or pilot is required to ascertain that the following Aircraft

Papers are in order and in the aircraft.

(a) To be displayed in the aircraft at all times:

(1) Aircraft Airworthiness Certificate Form FAA-8100-2.

(2) Aircraft Registration Certificate Form FAA-8050-3.

(3) Aircraft Radio Station License if transmitters are installed.

(b) To be carried in the aircraft at all times:

(1) Pilot's Operating Handbook.

(2) Weight and Balance data plus a copy of the latest Repair and Alteration Form FAA-337, if applicable.

(3) Aircraft equipment list.

Although the aircraft and engine logbooks are not required to be in the aircraft, they should be made available upon request. Logbooks should be complete and up to date. Good records will reduce maintenance cost by giving the mechanic information about what has or has not been accomplished.

REPORT: VB-1180

8-4

ISSUED: AUGUST 13, 1982

REVISED: JULY 15, 1983

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

8.9 GROUND HANDLING

(a) Towing

The airplane rna y be moved on the ground by the use of the nose wheel steering bar that is stowed below the forward ledge of the baggage compartment or by power equipment that will not damage or excessively strain the nose gear steering assembly. Towing lugs are incorporated as part of the nose ge<\r fork.

CAUTIONS

When towing with power equipment, do not turn the nose gear beyond its steering radius in either direction, as this will result in damage to the nose gear and steering mechanism.

Do not tow the airplane when the controls are secured.

In the event towing lines are necessary, ropes should be attached to both main gear struts as high up on the tubes as possible.

Lines should be long enough to clear the nose and; or tail by not less than fifteen feet, and a qualified person should ride in the pilot's seat to maintain control by use of the brakes.

(b) Taxiing

Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner. Engine starting and shut-down procedures as well as taxi techniques should be covered. When it is ascertained that the propeller back blast and taxi areas are clear, power should be applied to start the taxi roll, and the following checks should be performed:

(!) Taxi a few feet forward and apply the brakes to determine their effectiveness.

(2) While taxiing, make slight turns to ascertain the effectiveness of the steering.

(3) Observe wing clearance when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

8-S

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(4) When taxiing over uneven ground, avoid holes and ruts.

(5) Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel, or any loose material that may cause damage to the propeller blades.

When parking the airplane, be sure that it is sufficiently protected from adverse weather conditions and that it presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it is suggested that it be moored securely.

(1) To park the airplane, head it into the wind if possible.

(2) Set the parking brake by pulling back on the brake lever and depressing the knob on the handle. To release the parking brake, pull back on the handle until the catch disengages; then allow the handle to swing forward.

CAUTION

Care should be taken when setting brakes that are overheated or during cold weather when accumulated moisture may freeze a brake.

(3) Aileron and stabilator controls should be secured with the front seat belt and chocks used to properly block the wheels.

(d) Mooring

The airplane should be moored for immovability, security and protection. The following procedures should be used for the proper mooring of the airplane:

(1) Head the airplane into the wind if possible.

(2) Retract the flaps.

(3) Immobilize the ailerons and stabilator by looping the seat belt through the control wheel and pulling it snug.

(4) Block the wheels.

REPORT: VB-1180

8-6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

(5) Secure tie-down ropes to the wing tie-down rings and to the tail skid at approximately 45-degree angles to the ground.

When using rope of non-synthetic material, leave sufficient slack to avoid damage to the airptane should the ropes contract.

CAUTION

Use bowline knots, square knots or locked slip knots. Do not use plain slip knots.

NOTE

Additional preparations for high winds include using tie-down ropes from the landing gear forks and securing the rudder.

(6) lns~all a pi tot head cover if available. Be sure to remove the pitot head cover before flight.

(7) Cabin and baggage doors should be locked when the airplane is unattended.

8.11 ENGINE AIR FILTER

The wet-type polyurethane foam air filter must be inspected at least once every fifty hours. Under extremely adverse operating conditions, it may be necessary to inspect the filter more frequently. The filter is disposable and inexpensive and a spare should be kept on hand for a rapid replacement.

(a) Removal Of Engine Air Filter

The filter is located in the lower right front of the engine compartment and may be removed by the following procedure:

(I) Open the right side o~ the engine cowling.

(2} Loosen each of the four quarter-turn fasteners securing the air filter cover.

(3) Separate the cover and remove the filter.

( 4) Inspect the filter. If it is excessively dirty or shows any damage, replace it immediately.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

8-7

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(b) Installation Of Engine Air Filter

When replacing the filter, install the filter in the reverse order of removal.

8.13 BRAKE SERVICE

The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level should be checked periodically or at every 50hour inspection and replenished when necessary. The brake reservoir is located on the fire wall in the engine compartment. If the entire system must be refilled, fill with fluid under pressure from the brake end of the system.

This will eliminate air from the system.

No adjustment of the brake clearances is necessary. If after extended service brake blocks become excessively worn, they should be replaced with new segments.

8.15 LANDING GEAR SERVICE

The main landing gears use 6.00 x 6 wheels and the nose gear carries a

5.00 x 5 wheel. All three tires are four-ply rating, type III tires with tubes.

(Refer to paragraph 8.23).

Wheels are removed by taking off the hub cap, cotter pin, axle nut, and the two bolts holding the brake segment in place. Mark tire and wheel for reinstallation; then dismount by deflating the tire, removing the three through-bolts from the wheel and separating the wheel halves.

Landing gear oleos should be serviced according to the instructions on the units. The main oleos should be extended under normal static load until

4.50 ± .25 inches of oleo piston tube is exposed, and the nose gear should show 3.25 ± .25 inches. Should the strut exposure be below that required, it should be determined whether air or oil is required by first raising the airplane on jacks. Depress the valve core to allow air to escape from the strut housing chamber. Remove the filler plug and slowly raise the strut to full compression. If the strut has sufficient fluid, it will be visible up t.::, the bottom of the filler plug hole and will then require only proper inf!c::ion.

REPORT: VB-1180

8-8

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

---

' ' I

1. BRAKE RESERVOIR

2. RIGHT BRAKE AND RUDDER PEDAL

3. LEFT BRAKE AND RUDDER PEDAL·.

4. RIGHT BRAKE CYLINDER

5. LEFT BRAKE CYLINDER

6. BRAKE HANDLE

7. HANDLE RELEASE BUTTON

8. LINE, INLET

9. CLEVIS PIN

1D. MASTER CYLINDER ASSEMBLY

11. BOLT ASSEMBLY

12. TORQUE TUBE

13. COPILOT'S RIGHT BRAKE AND RUDDER PEDAL

14. COPILOT'S LEFT BRAKE AND RUDDER PEDAL

BRAKE SYSTEM

Figure 8-1

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

8-9

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Should hydraulic fluid be below the bottom of the filler plug hole, fluid should be added. Replace the plug with valve core removed; attach a clear plastic hose to the valve stem of the filler plug and submerge the other end in a container of hydraulic fluid. Fully compress and extend the strut several times, thus drawing fluid from the container and expelling air from the strut chamber. To allow fluid to enter the bottom chamber of the main gear strut housing, the torque link assembly must be disconnected to let the strut be extended a minimum of 10 inches (the nose gear torque links need not be disconnected). Do not allow the strut to extend more than 12 inches. When air bubbles cease to flow through the hose, compress the strut fully and again check fluid level. Reinstall the valve core and filler plug, and the main gear torque links, if disconnected.

With fluid in the strut housing at the correct level, attach a strut pump to the air valve and with the airplane on the ground, inflate the oleo strut to the correct height.

In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand should be used. At least 250 pounds of ballast should be placed on the base of the tail stand before the airplane is jacked up. The hydraulic jacks should be placed under the jack points on the bottom of the wing and the airplane jacked up until the tail skid is at the right height to attach the tail stand. After the tail stand is attached and the ballast added, jacking may be continued until the airplane is at the height desired.

8.17 PROPELLER SERVICE

The spinner and backing plate should be frequently cleaned and inspected for cracks. Before each flight the propeller should be inspected for nicks, scratches, and corrosion. If found, they should be repaired as soon as possible by a rated mechanic, since a nick or scratch causes an area of increased stress which can lead to serious cracks or the loss of a propeller tip.

The back face of the blades should be painted when necessary with flat black paint to retard glare. To prevent corrosion, the surface should be cleaned and waxed periodically.

REPORT: VB-l180

8-10

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFI' CORPORATION

PA-28-161, WARRIOR ll

SECTIONS

HANDLING, SERV & MAINT

8.19 OIL REQUIREMENTS

The oil capacity of the engine is 8 quarts, and the minimum safe quantity is 2 quarts. It is recommended that the oil be drained and renewed every 50 hours and sooner under unfavorable operating conditions. Full flow cartridge type oil filters should be replaced each 50 hours of operation. The interval between oil and oil filter change is not to exceed four (4) months. The following grades are recommended for the specified temperatures:

Average Ambient

Temperature

All Temperatures

Above80°F

Above60°F

30°Fto 90°F

0°Fto 70°F

Below l0°F

MIL-L-6082B

SAEGrade

MIL-L-22851

Ashless Dispersant

SAEGrades

15W-50 or 20W-50

40 or 50

30. 40 or 20W-40

30 or20W-30

When operating temperatures overlap indicated ranges, use the lighter grade oil.

NOTE

Refer to the latest issue of Lycoming Service

Instruction 1014 (Lubricating Oil Recommendations) for further information.

8.21 FUEL SYSTEM

(a) Servicing Fuel System

At every 50-hour inspection, the fuel screens in the strainer, in the electric fuel pump, and at the carburetor inlet must be cleaned.

(b) Fuel Requirements (AVGAS ONLY)

The minimum aviation grade fuel for the PA-28-161 is 100.

Since the use of lower grades can cause serious engine damage in a short period of time, the engine warranty is invalidated by the use of lower octanes.

Whenever 100 or IOOLL grade fuel is not available, commercial grade 100/130 should be used. (See Fuel Grade Comparison Chart).

Refer to· the latest issue of Lycoming Service Instruction No. 1070 for additional information.

ISSUED: AUGUST 13, 1982

REVISED: FEBRUARY 28, 1990

REPORT: VB-1180

8-11

SECTIONS

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR ll

A summary of the current grades as well as the previous fuel designations is shown in the following chart:

FUEL GRADE COMPARISON CHART

Previous Commercial Current Commercial Current Military

Fuel Grades (AS1M-D910) Fuel Grades (ASTM-D910-75) Fuel Grades (MIL-G-5572F)

Grade

Max. TEL

Color ml/U.S.gal Grade

Max. TEL Max. TEL

Color ml/U.S. gal Grade Color ml/U.S. gal

80/87 red

191/96 blue

100/130 green

115/145 purple

0.5

2.0

3.0

4.6

80 red

*lOOLL blue

100 none

0.5

2.0 green **3.0 none none

80/87 red none none

100/130 blue

115/145 purple

0.5 none

2.0

4.6

* -Grade lOOLL fuel m some overseas countries is currently colored green and designated as "tOOL".

**-Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 ml/U.S. gallon are approved for use in all engines certificated for use with grade 100/130 fuel.

The operation of the aircraft is approved with an anti-icing additive in the fuel. When anti-icing additive is used, it must meet the specification

MIL-1-27686, must be uniformly blended with the fuel while refueling, must not exceed .15% by volume of the refueled quantity, and to ensure its effectiveness should be blended at not less than .10% by volume. One and one half liquid ozs. per ten gallons of fuel would fall within this range. A blender supplied by the additive manufacturer should be used. Except for the information contained in this section, the manufacturer's mixing or blending instructions should be carefully followed.

CAUTIONS

Assure that the additive is directed into the flowing fuel stream. The additive flow should start after and stop before the fuel flow. Do not permit the concentrated additive to come in contact with the aircraft painted surfaces or the interior surfaces of the tanks.

Some fuels have anti-icing additives preblended in the fuel at the refinery, so no further blending should be performed.

Fuel additive cannot be used as a substitute for preflight draining of the fuel system drains.

REPORT: VB-1180

8-12

ISSUED: AUGUST 13, 1982

REVISED: FEBRUARY 28, 1990

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

FUEL DRAIN

Figure 8-3

Observe all required precautions for handling gasoline. Fuel is stored in two twenty-five gallon (24 usable) tanks.

(d) Draining Fuel Strainer, Sumps and Lines

The fuel system sumps and strainer should be drarned daily prior to the first flight and after refueling to avoid the accumulation of contaminants such as water or sediment and for proper fuel. Each fuel tank is equipped with an individual quick drain located at the lower in hoard rear corner of the tank. The fuel strainer is equipped with a quick drain located on the front lower corner of the fire wall.

Each of the fuel tank sumps should be drained .first. Then the fuel strainer should be drained twice. once with the fuel selector valve on

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

REPORT: VB-1180

8-13

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II each tank. Each time fuel is drained, sufficient fuel should be allowed to flow to ensure removal of contaminants. This fuel should be collected in a suitable container, examined for contaminants, proper fuel and then discarded.

CAUTIONS

When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting the engine.

After draining, each quick drain should be checked to make sure it has closed completely and is not leaking.

(e) Draining Fuel System

The bulk of the fuel may be drained from the system by opening valve at the inboard end of each fuel tank. Push up on the arms of the drain valve and turn counterclockwise to hold the drain open.

The remaining fuel in the system may be drained through the filter bowl. Any individual tank may be drained by closing the selector valve and then draining the desired tank.

8.23 TIRE INFLATION

For maximum service from the tires, keep them inflated to the proper pressures- 30 psi for the nose gear and 24 psi for the main gear. All wheels and tires are balanced before original installation, and the relationship of tire, tube and wheel should be maintained upon reinstallation. Unbalanced wheels can cause extreme vibration in the landing gear; therefore, in the installation of new components, it may be necessary to rebalance the wheels with the tires mounted. When checking tire pressure, examine the tires for wear, cuts, bruises, and slippage.

8.25 BATTERY SERVICE

Access to the 12-volt battery is obtained by raising upper right cowl and removing the cover of the battery box, which is mounted on the forward right face of the fire wall. The battery box has a drain tube which is normally closed off with a cap and which should be opened occasionally to drain off any accumulation of liquid.

REPORT: VB-1180

8-14

ISSUED: AUGUST 13, 1982

REVISED: JUNE 28, 1984

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

The battery should be checked for proper fluid level. DO NOT fill the battery above the baffle plates. DO NOT fill the battery with acid -use only water. A hydrometer check will determine the percent of charge in the battery.

If the battery is not up to charge, recharge starting at a 4 amp rate and finishing with a 2 amp rate. Quick charges are not recommended.

8.27 CLEANING

(a) Cleaning Engine Compartment

Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent any solveht from entering these units.

(l) Place a large pan under the engine to catch waste.

(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of solvent and degreaser.

In order to remove especially heavy dirt and grease deposits, it may be necessary to brush areas that were sprayed.

CAUTION

Do not spray solvent into the alternator, vacuum pump, starter, or air intakes.

(3) Allow the solvent to remain on the engine from five to ten minutes. Then rinse the engine clean with additional solvent and allow it to dry.

CAUTION

Do not operate the engine until excess solvent has evaporated or otherwise been removed.

(4) Remove the protective tape from the magnetos.

(5) Lubricate the controls, bearing surfaces, etc., in accordance with the Lubrication Chart in the PA-28-161 Service

Manual. ·

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

8-15

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(b) Cleaning Landing Gear

Before cleaning the landing gear, place a plastic cover or similar material over the wheel and brake assembly.

(1) Place a pan under the gear to catch waste.

(2) Spray or brush the gear area with solvent or a mixture of solvent and degreaser, as desired. Where heavy grease and dirt deposits have collected, it may be necessary to brush areas that were sprayed, in order to clean them.

(3) Allow the solvent to remain on the gear from five to ten minutes. Then rinse the gear with additional solvent and allow to dry.

(4) Remove the cover from the wheel and remove the catch pan.

(5) Lubricate the gear in accordance with the Lubrication

Chart in the PA-28-161 Service Manual.

The airplane should be washed with a mild soap and water.

Harsh abrasives or alkaline soaps or detergents could make scratches on painted or plastic surfaces or could cause corrosion of metal. Cover areas where cleaning solution could cause damage. To wash the airplane, use the following procedure:

(l) Flush away loose dirt with water.

(2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush.

(3) To remove exhaust stains, allow the solution to remain on the surface longer.

(4) To remove stubborn oil and grease, use a cloth dampened with naphtha.

(5) Rinse all surfaces thoroughly.

(6) Any good automotive wax may be used to preserve painted surfaces. Soft cleaning cloths or a chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of wax on the leading surfaces will reduce the abrasion problems in these areas.

(d) Cleaning Windshield and Windows

(l) Remove dirt, mud and other loose particles from ex·ccrior surfaces with clean water.

REPORT: VB-1180

8-16

ISSUED: AUGUST 13. 19S2

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 8

HANDLING, SERV & MAINT

(2) Wash with mild soap and warm water or with aircraft plastic cleaner. Use a soft cloth or sponge in a straight back and forth motion. Do not rub harshly.

(3) Remove oil and grease with a cloth moistened with kerosene.

CAUTION

Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or window clean~ng sprays.

(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion.

(5) A severe scratch or mar in plastic can be removed by rubbing out the scratch with jeweler's rouge. Smooth both sides and apply wax.

(e) Cleaning Headliner, Side Panels and Seats

(1) Clean headliner, side panels, and seats with a stiff bristle brush, and vacuum where necessary.

(2) Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner suitable for the material. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.

CAUTION

Solvent cleaners require adequate ventilation.

(3) Leather should be cleaned with saddle soap or a mild hand soap and water.

(f) Cleaning Carpets

To clean carpets, first remove loose dirt with a whisk broom or vacuum. For soiled spots and stubborn stains use a noninflammable dry cleqning fluid. Floor carpets may be removed and cleaned like any household carpet.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

8-17

SECTION 8

HANDLING, SERV & MAINT

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

8.29 COLD WEATHER OPERATION

For cold weather operation a winterization plate is installed on the inlet opening of the oil cooler. This plate should be installed whenever the ambient temperature reaches 50° For less. The plate should be removed and stored in the cockpit when the ambient temperature exceeds 50° F.

It is recommended that an optional Engine Breather Tube Winterization

Kit be installed for cold weather operation. This kit is available through your

Piper Dealer I Distributor.

REPORT: VB-1180

8-18

ISSUED: AUGUST 13, 1982

TABLE OF CONTENTS

SECTION 9

SL'PPLEMENTS

Paragraph1 Supplement

:"lo.

9.1 General ......................................... .

Piper Electric Pitch Trim ................... (4 pages)

Air Conditioning Installation ................ {4 pages)

Piper Control Wheel Clock Installation ....... (4 pages)

Century 21 Autopilot Installation ............ (6 pages)

KNS go Navigation Sy~tem ................. (6 pages)

KA P I 00 Series Flight Control S.ystem ...... (2(). pages)

KAP 150 Series Flight Control System ...... (26 pages)

Auxiliary Vacuum System .................. (5 pages)

Page

No.

9-1

9-3

9-7

9-11

9-15

9-21

9-27

9-47

9-731

REPORT: VB-1180

9-i

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENTS

SECTION 9

SUPPLEMENTS

9.1 GENERAL

This section provides information in the form of Supplements which are necessary for efficient operation of the airplane when equipped with one or more of the various optional systems and equipment not provided with the standard airplane.

All of the Supplements provided by this section are FAA Approved and consecutive!)' numbered as a permanent part of this Handbook. The information contained in each Supplement applies only when the related equipment is installed in the airplane. iSSUED: AUGUST 13, 1981 REPORT: VB-1180

9-1

SECTION 9

SUPPLEMENTS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFf BLANK

REPORT: V~1180

9-2

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 1

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 1

FOR

PIPER ELECTRIC PITCH TRIM

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Piper Electric Pitch

Trim System is installed in accordance with Piper Drawing No. 67496-3.

The information contained herein supplements or supersedes the basic

Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures and performance information not contained in this supplement, consult the basic

Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

FAAAPPROVED-=LJ=~===-=~~~~---------

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

I of 4, 9-3

SECTION 9

SUPPLEMENT 1

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR.II

SECTION 1 • GENERAL

This supplement supplies information necessary for the operation of the airplane when the optional Piper Electric Pitch Trim is installed. The information contained within this supplement is to be used in conjunction with the complete handbook.

SECTION 2 ·LIMITATIONS

No change.

SECTION 3- EMERGENCY PROCEDURES

(a) In case of malfunction, disconnect electric pitch trim by activating pitch trim switch on instrument panel to OFF position.

(b) In an emergency, electric pitch trim may be overpowered using manual pitch trim. .

(d) In approach configuration, a malfunction can result in a 5° pitch change and 50 ft altitude loss.

SECTION 4 • NORMAL PROCEDURES

The electric trim system may be turned ON and OFF by a switch located above the ignition switch: The pitch trim may be changed when tQe electric trim system is turned on either by moving the manual pitch trim control wheel or by operating the trim control switch on the pilot's control yoke.

SECTION 5 • PERFORMANCE

No change.

REPORT: VB-1180

9-4, 2 of 4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 1

SECTION 6 - WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION

No change.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 4, 9-5

SECTION 9

SUPPLEMENT 1

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

9-6, 4 of 4

ISSUED: AUGUST 13, 1981

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 2

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO.2

FOR

AIR CONDITIONING INSTALLATION

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Air Conditioning

System is installed in accordance with Piper Drawing No. 99575-4. The information contained herein supplements or supersedes the basic Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures and performance information not contained in this supplement, consult the basic Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual.

FAAAPPROVED-=~=)~a~t~~-~=~~~~*-·------------

WARD EVANS

D.O.A. NO. SO-I

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1 of 4, 9-7

SECTION 9

SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION I · GENERAL

This supplement supplies information necessary for the efficient operation of the airplane when the optional air conditioning system is installed. The information contained within this supplement is to be used as described in conjunction with the complete handbook.

SECTION 2- LIMITATIONS

(a) To insure maximum climb performance the air conditioner must be turned OFF manually prior to takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned OFF manually before the landing approach in preparation for a possible go-around.

(b) Placards

In full view of the pilot, in the area of the air conditioner controls when the air conditioner is installed:

WARNING- AIR CONDITIONER MUST

BE OFF TO INSURE NORMAL TAKEOFF

CLIMB PERFORMANCE.

In full view of the pilot, to the right of the engine gauges(condenser door light):

AIR COND DOOR OPEN

SECTION 3 EMERGENCY PROCEDURES

No change.

REPORT: VB-1180

9-8, 2 of 4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 2

SECTION 4 • NORMAL PROCEDURES

Prior to takeoff, the air conditioner should be checked for proper operation as follows:

(a) Check aircraft master switch ON.

(b) Turn the air conditioner control switch to ON and the fan switch to one of the operating positions - the AIR COND DOOR OPEN warning light will turn on, thereby indicating proper air conditioner condenser door actuation.

DOOR OPEN warning light will go out, thereby indicating the air conditioner condenser door is in the up position.

(d) If the AIR COND DOOR OPEN light does not respond as specified above, an air conditioner system or indicator bulb malfunction is indicated and further investigation should be conducted prior to flight.

The above operational check may be performed during flight if an in flight failure is suspected.

The condenser door light is located to the right of the engine instrument cluster in front of the pilot. The door light illuminates when the door is open and is off when the door is closed.

SECTION 5- PERFORMANCE

Operation of the air conditioner will cause slight decreases in cruise speed and range. Power from the engine is required to run the compressor, and the condenser door, when extended, causes a slight increase in drag.

When the air conditioner is turned off there is normally no measurable difference in climb, cruise or range performance of the airplane.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 4, 9·9

SECTION 9

SUPPLEMENT 2

PIPER AIRCRAFT CORPORATION

PA-18-161, WARRIOR II

NOTE

To insure maximum climb performance the air conditioner must be turned off manually before takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned off manually before the landing approach in preparation for a possible goaround.

Although the cruise speed and range are only slightly affected by the air conditioner operation, these changes should be considered in preflight planning. To be conservative, the following figures assume that the compressor is operating continuously while the airplane is airborne. This will be the case only in extremely hot weather.

(a) The decrease in true airspeed is approximately 4 KTS at all power settings.

(b) The decrease in range may be as much as 32 nautical miles for the

48 gallon capacity.

The climb performance is not compromised measurably with the air conditioner operating since the compressor is declutched and the condenser door is retracted, both automatically, when a full throttle position is selected. When the full thrpttle position is not used or in the event of a malfunction which would cause the compressor to operate and the condenser door to be extended, a decrease in rate of climb of as much as tOO fpm can be expected.

Should a malfunction occur which prevents condenser door retraction when the compressor is turned off, a decrease in rate of climb of as much as 50 fpm can be expected.

SECTION 6 • WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 • DESCRIPTION AND OPERATION

No change.

REPORT: VB-1180

9-10, 4 of 4

ISSUED: AUGUST 13, 1982.

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 3

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 3

FOR

PIPER CONTROL WHEEL CLOCK INSTALLATION

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Piper Control Wheel

Clock is installed in. accordance with Piper Drawing No. 87347-3. The information contained herein supplements or supersedes the basic Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual.

FAAAPPROVED~Lu~\~oh~-~J.~f~~'------------

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1 of 4, 9-11

SECTION 9

SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the airplane when the optional Piper control wheel clock is installed. The information contained within this supplement is to be used in conjunction with the complete handbook.

SECTION 2- LIMITATIONS

No change.

SECTION 3 - EMERGENCY PROCEDURES

No change.

SECTION 4 - NORMAL PROCEDURES

(a) SETTING

While in the CLOCK mode, the time and the date can be set by the operation of the RST button.

(b) DATE SETTING

Pressing the RST button once will cause the date to appear with the month flashing. Pressing the ST -SP button will advance the month at one per second, or at one per push, until the right month appears.

Pressing the RST button once again will cause the date to flash, and it can be set in a similiar manner.

The RST button must now be pressed two times to cause the hour.s digits to flash. The correct hour can be set in as described ab'ove.

REPORT: VB-1180

9-12, 2 of 4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 3

Pressing the RST button once again will now cause the minutes digits to flash. The minutes should be set to the next minute to come up at the zero seconds time mark. The RST button is pressed once more to hold the time displayed. At the time mark. the ST-SP button is pressed momentarily to begin the counting at the exact second.

If the minutes are not advanced when they are flashing in the set mode, pressing the RST button will return the clock to the normal timekeeping mode without altering the minutes timing. This feature is useful when changing time zones. when only the hours are to be changed.

{d) AUTOMATIC DATE ADVANCE

The calendar function will automatically advance the date correctly according to the four year perpetual calendar. One day must be added manually on Feb. 29 on leap year. The date advances correctly at midnight each day.

(e) DISPLAY TEST

Pressing both the RST and ST-SP buttons at the same time will result in a display test function.

SECTION 5- PERFORMANCE

No change.

SECTION 6- WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7- DESCRIPTION AND OPERATION

No change.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 4, 9-13

SECTION 9

SUPPLEMENT 3

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

9-14, 4 of 4

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 4

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 4

FOR

CENTURY 21 AUTOPILOT INSTALLATION

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Century 21 Autopilot is installed in accordance with STC SA3352SW. The information contained herein supplements or supersedes the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual only in those areas listed herein. For limitations, pr,ocedures and performance information not contained in this supplement, consult the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVED

·L)q_.y£

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

--.!.A~U~G::!.JU~S~T---'1!..:::3.._, ~19~82!:...._ _ _

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1 of 6, 9-15

SECTION 9

SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1 • GENERAL

This supplement supplies information necessary for the operation of the airplane when the optional Century 21 Autopilot is installed in accordance with STC SA3352SW. The information contained within this supplement is to be used in conjunction with the complete handbook.

SECTION 2 ·LIMITATIONS

(a) Autopilot operation prohibited above 155 KlAS.

(b) Autopilot OFF during takeoff and landing.

SECTION 3 • EMERGENCY PROCEDURES

(a) AUTOPILOT

In the event of an autopilot malfunction, or anytime the autopilot is not performing as commanded, do not attempt to identify the problem. Regain control of the aircraft by overpowering and immediately disconnecting the autopilot by depressing the AP

ON-OFF switch on the programmer OFF.

Do not operate until the system failure has been identified and corrected.

(I) Altitude Loss During Malfunction: a. An autopilot malfunction during climb, cruise or descent with a 3 second delay in recovery initiation could result in as much as 60° of bank and 320' altitude loss. Maximum altitude loss was recorded at 155 KIAS during descent. b. An autopilot malfunction during an approach with a I second delay in recovery initiation could result in as much as 15° bank and 20' altitude loss. Maximum altitude loss measured in approach configuration, and operating either coupled or uncoupled.

REPORT: VB-1180

9-16, 2 of 6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 4

(b) COMPASS SYSTEM

(I) Emergency Operation With Optional NSD 360A (HSI) Slaved and/ or Non-Slaved:

NSD 360A a. Appearance of HDG Flag: l. Check air supply gauge (vac or pressure) for adequate air supply (4 in HG. min.)

2. Check compass circuit breaker.

3. Observe display for proper operation. b. To disable heading card - pull circuit breaker and use magnetic compass for directional data ..

NOTE

If heading card is not operational, autopilot should not be used. c. With card disabled VOR/ Localizer and Glide Slope displays are still functional: use card set to rotate card to aircraft heading for correct picture. d. Slaving Failure -(i.e. failure to self correct for gyro drift):

I. Check gyro slaving switch is set to No. I position (if equipped with Slave No. I- No.2 switch) or "Slaved" position when equipped with Slaved and Free Gyro

Mode Switch.

2. Check for HOG Flag.

3. Check compass circuit breaker.

4. Reset heading card while observing slaving meter.

NOTE

Dead slaving meter needle or a needled is placed fully one direction indicates a slaving system failure.

5. Select slaving amplifier No. 2 if equipped.

6. Reset heading card while checking slaving meter. If proper slaving indication is not obtained, switch to free gyro mode and periodically set card as an unsla ved gyro.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 6, 9-17

SECTION 9

SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

NOTE

In the localizer mode, the "TO-FROM"arrows may remain out of view, depending upon the design of the NA V converter used in the installation.

SECTION 4- NORMAL PROCEDURES

Refer to Edo-Aire Mitchell Century 21 Autopilot Operator's Manual

P/N 68S805, dated 1-79 for Autopilot Description and Normal Operating

Procedures.

(a) PREFLIGHT PROCEDURES

NOTE

During system functional check the system must be provided adequate D.C. voltage (12.0

VDC min.) and instrument air (4.2 in. Hg. min.). It is recommended that the engine be operated to provide the necessary power and that the aircraft be positioned in a level attitude, during the functional check.

(b) AUTOPILOT WITH STANDARD D.G.

( 1) Engage autopilot.

(2) Control wheel movement should correspond to HOG command input.

(3) Grasp control wheel and override roll servo actuator to assure override capability.

(4) With HDG bug centered select NAV or APPR mode and note control wheel movement toward VOR needle offset.

(5) Select REV mode and note control wheel movement opposite

VOR needle offset.

(6) Disengage autopilot.

(7) Check aileron controls through full travel to assure complete autopilot disengagement.

REPORT: VB-1180

9-18, 4 of 6

~SUED:AUGUST13,1~2

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 4

(For other compass systems, refer to appropriate manufacturer's instructions)

(I) Check slaving switch in slave or slave I or 2 position, asappropriate. (Slaving systems with R.M.I. output provide only slave and free gyro positions.)

(2) Rotate card to center slaving meter • check HOG displayed with magnetic compass HOG.

(3) Perform standard VOR receiver check.

(4) Perform Steps (I) - (7) in Section 4 item (b) except in Steps

(4) and (5) substitute course arrow for HOG bug when checking control wheel movement in relation to L/R needle. HOG bug is inoperative with NA V, APPR, or REV mode selected.

(d) IN-FLIGHT PROCEDURE

(I) Trim aircraft for existing flight condition (all axes).

(2) Rotate heading bug to desired heading. Engage autopilot.

(3) During maneuvering flight - control aircraft through use of the HOG bug. (HOG mode)

(4) For navigation operations select modes as required by the operation being conducted and in accordance with the mode description provided in the Century 21 O~erator's Manual.

SECTIONS· PERFORMANCE

No change.

SECTION 6 • WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 ·DESCRIPTION AND OPERATION

•.

No change.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

S of 6, 9-19

SECTION 9

SUPPLEMENT 4

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

9-20, 6 of 6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 5

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 5

FOR

KNS 80 NAVIGATION SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and FAA Approve(j 'Airplane Flight Manual when the King KNS 80

Navigation System is installed in accordance with Piper Drawing

36979( ). The information contained herein supplements or supersedes the information in the basic Pilot's Operating Handbook and FAA

Approved Airplane Flight Manual only in those areas listed herein. For limitations, procedures and performance information not contained in this supplement, consult the basic Pilot's Operating Handbook and FAA

Approved Airplane Flight Manual.

FAA APPROVED

1 :V~ ~~

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED; AUGUST 13,1982 REPORT; VB-1180

I of 6, 9-21

SECTION 9

SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the airplane when the optional KNS 80 Navigation System is installed. The information contained within this supplement is to be used in conjunction with the complete handbook.

SECTION 2 • LIMITATIONS

No change.

SECTION 3 - EMERGENCY PROCEDURES

No change.

SECTION 4 - NORMAL PROCEDURES

(a) KNS 80 OPERATION

The KNS 80 can be operated in any one of 3 basic mocles: (a) YOR,

(b) RNAY, or (c) ILS. To change from one mode to another, the appropriate pushbutton switch is pre!>sed, except that the ILS mode is entered automatically whenever an ILS frequency is channeled in the USE waypoint. The display will annunciate the mode by lighting a message above the pushbutton. ln addition to the standard YOR and RNAY enroute(RNY ENR) modes, the Kl'<S 80 has a constant course width or parallel VOR mode (VOR PAR) and an RNAV approach mode (RNY APR). To place the unit in either of these secondary modes the YOR pushbutton or the RNAV pushbutton, as the case may be, is pushed a second time. Repetitive pushing of the VOR button will cause the system to alternate between the VOR and VOR PAR modes, while repetitive pushing of the RNA V button causes the system to alternate between RNV

ENR and RNV APR modes.

REPORT: VB·1180

9-22, 2 of 6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 5

(b) CONTROLS

(I) VOR BUTTON

Momentary pushbutton.

When pushed while system is in either RNV mode causes system to go to VOR mode. Otherwise the button causes system to toggle between VOR and VOR PAR modes.

(2) RNA V BUTTON

Momentary pushbutton.

When pushed while system is in either VOR mode causes system to go to RNV ENR mode. Otherwise the button causes system to toggle between RNV ENR and RNV APR modes.

(3) HOLD BUTTON

Two position pushbutton.

When in depressed position, inhibits DME from channeling to a new station when the VOR frequency is changed. Pushing the button again releases the button and channels the DME to the station paired with the VOR station.

(4) USE BUTTON

Momentary pushbutton.

Causes active waypoint to take on same value as displayed waypoint and data display to go to FRQ mode.

(5) DSP BUTTON

Momentary pushbutton.

\..auses displayed waypoint to increment by I and data display to go to frequency mode.

(6) DATA BUTTON

Momentary pushbutton.

Causes waypoint data display to change from FRQ to RAD to

DST and back to FRQ.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 6, 9-23

SECTION 9

SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(7) OFF/PULL ID CONTROL a. Rotate counterclockwise to switch off power to the

KNS 80. b. Rotate clockwise to increase audio level. c. Pull switch out to hear VOR ldent.

(~ DATAINPUTCONTROL

Dual concentric knobs. Center knob has IN and OUT positions. a. Frequency Data

Outer knob varies I MHz digit.

A carryover occurs from the units to the tens position.

Rollover occurs from 117 to 108, or vice versa.

Center knob varies frequency in .05 MHz steps regardless of whether the switch is in its IN or OUT position. b. Radial Data

Outer knob varies 10 degree digit.

A carryover occurs from tens to hundreds position.

A rollover to zero occurs at 360 degrees.

Center knob IN position varies I degree digit.

Center knob OUT position varies 0.1 degree digit. c. Distance Data

Outer knob varies 10 NM:digit.

A carryover occurs from the tens to hundreds place.

A rollover to zero occurs at 200 NM.

Center knob IN position varies I NM digit.

Center knob OUT position v.aries 0.1 NM digit.

(9) COURSE SELECT KNOB

Located in CDI unit.

Selects 'desired course through the VOR ground station or way point.

SECTION 5- PERFORMANCE

No change.

REPORT: VB-1180

9-24, 4 or

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 5

SECTION 6- WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in ~ection 6 of the basic Pilot's Operating Handbook.

SECTION 7- DESCRIPTION AND OPERATION.

No change.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5 of 6, 9-25

SECTION 9

SUPPLEMENT 5

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

9-26, 6 of 6

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO.6

FOR

KING KAP 100 SERIES FLIGHT CONTROL SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved. Airplane Flight Manual when the King KAP 100 Series

Flight Control System is installed in accordance with STC SA1565CE-D.

The information contained herein supplements or supersedes the information in the basic Pilot's Operating Handbook and FAA Approved

Airplane Flight Manual only in those areas listed herein. For limitations, procedures and performance information not contained in this supplement, consult the basic Pilot's Operating Handbook and FAA Approved Airplane

Flight Manual.

1 \ . f l , . . .

FAA

APPROVED_.::li!!W~tll\.4~~-C.:.::..v-t~~!!:..-.Ll:.!:!Wi...•' ---=------

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED: AUGUST 13 1982 REPORT: VB-1180

1 of 20, 9-27

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

P A-28-161, WARRIOR II

SECTION 1 - GENERAL

This supp.Iement supplies information necessary for the operation of the airplane when the optional King KAP 100 Series Flight Control System is installed. The Flight Control System must be operated within the limitations herein specified. The information contained within this supplement is to be used in conjunction with the complete handbook.

This supplement' has been FAA Approved as a permanent part of this handbook and must remain in this handbook at all times when the optional

King KAP

100

Series Flight Control System is installed.

SECTION 2 - LIMITATIONS

The autopilot must be OFF during takeoff and landing.

SECTION 3 - EMERGENCY PROCEDURES

(a) SYSTEM WITH AUTOPILOT ONLY

(I) In case of Autopilot malfunction: (accomplish items a. and b. simultaneously) a. Airplane Control Wheel- GRASP FIRMLY and regain aircraft control. b. AP ENG Button- PRESS to disengage autopilot.

(b) SYSTEMS WITH AUTOPILOT AND OPTIONAL MANUAL

ELECTRIC TRIM

(I) In case of Autopilot malfunction: (accomplish items a. and b. simultaneously) a. Airplane Control Wheel- GRASP FIRMLY and regain aircraft control. b. AP DISC/TRIM INTER Switch- PRESS.

(2) In case of Manual Electric Trim malfunction: a. AP DISC/TRIM INTER Switch- PRESS and HOLD. b. PITCH TRIM Circuit Breaker- ·PULL.· c. Aircraft- RETRIM manually.

REPORT: .VB-1180

9-28, 2 of20

ISSUED: AUGUST 13, 1982

PIPER AII{CRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

SECTION 4 • NORMAL PROCEDURES

(a) PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT)

(I) GYROS- Allow 3-4 minutes for gyros to come up to speed.

(2) RADIO POWER Switch - ON

(3) PREFLIGHT TEST BUTTON - PRESS momentarily and

NOTE: a. All annunciator lights on (TRIM annunciator flashing). b. · After approximately 5 seconds, all annunciator lights off except AP which will flash approximately 12 times and then remain off.

NOTE

If trim warning light stays on then the manual electric trim did not pass preflight test. The pitch trim circuit breaker should be pulled. The autopilot can still be used.

(4) MANUAL ELECTRIC TRIM (if installed)- TEST as follows: a. Actuate the left side of the split switch to the fore and aft positions. The trim wheel should not move on its own.

Rotate the trim wheel manually against the engaged clutch to check the pilot's overpower capability. b. Actuate right side of split switch unit to the fore and aft positions. The trim wheel should not move on its own and normal trim wheel force is required to move it manually. c. Press the AP DISC/TRIM INTER switch down and hold. Manual Electric Trim should not operate either nose up· or or nose down.

(5) AUTOPILOT - ENGAGE by pressing AP ENG button.

(6) CONTROL WHEEL- MOVE left and right to verify that the autopilot can be overpowered.

(7) AP DISC/TRIM INTER Switch - PRESS. Verify that the autopilot disconnects and all modes are cancelled.

(8) TRIM -SET to take off position.

(b) AUTOPILOT OPERATION

(I) Before takeoff

AP DISC/TRIM INTER Switch- PRESS.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 10, 9·19

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(2) Autopilot Engagement

AP ENG Button • PRESS. Note AP annunciator on. If no other modes are selected the autopilot will operate in the wings level mode.

(3) Heading Changes a. Manual Heading Changes

I. CWS Button- PRESS and MANEUVER aircraft to the desired heading.

2. CWS Button - RELEASE. Autopilot will maintain aircraft in wings level attitude.

NOTE

Aircraft heading may change in the wings level mode due to an aircraft out of trim condition. b. Heading Hold

I. Heading Selector Knob - SET BUG to desired heading.

2. HDG Mode Selector Button -PRESS. Note HDG mode annunciator ON. Autopilot will automatically turn the aircraft to the selected heading. c. Command Turns (Heading Hold Mode ON)

HEADING Selector Knob - MOVE BUG to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading.

(4) NAY Coupling a. When equipped with HSI.

I. Course Bearing Pointer - SET to desired course.

NOTE

When equipped with N A V I IN A V 2 switching and N A V 2 is selected, set 0 BS to the desired course.

2. HEADING SELECTOR KNOB - SET BUG to provide desired intercept angle.

REPORT: VB-1180

9-30, 4 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

3. NAV Mode Selector Button- PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft wi11 continue in HDG mode (or wings level if H DG not selected) with the N A V annunciator flashing; when the computed capture J>oint is reached the

HDG will disengage, theN A V annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the D-Bar is Jess than2 to3 dots: the HDG mode will disengage upon selecting N A V mode; the N A V annunciator will illuminate steady and the capture/ track sequence will automatically begin. b. When equipped with DG

I. OBS Knob- SELECT desired course.

2. NAV Mode Selector Button- PRESS.

3. Heading Selector Knob- ROT ATE BUG to agree with

OBS course.

NOTE

When NA V is selected, the lateral operating mode will change from HDG (if selected) to wings level for 5 seconds. A 45° intercept angle will then be automatically established based on the position of the bug.

If the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate H DG mode (unless H DG not selected) and N A V flashing; when the computed capture point is reached the HDG annunciator will go out, the NAV annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the D-Bar is less ~han 2 to 3 dots: the HDG mode will disengage upon selecting NAV mode; the NA V annunciator will illuminate steady and the capture/ track sequence will automatically begin.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5 of 20, 9-31

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(5) Approach (APR) Coupling a. When equipped with HSI

1. Course Bearing Pointer - SET to desired course.

NOTE

When equipped with N A V I

A V 2 switching and NAY 2 is selected, set OBS to the desired course.

2. HEADING Selector Knob • SET BUG to provide desired intercept angle.

3. APR Mode Selector Button- PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HDG mode (or wings level if HDG not selected) with the APR annunciator flashing; when the computed capture point is reached the

HDG will disengage, the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the D-Bar is less than 2 to 3 dots: the H DO mode will disengage upon selecting APR mode; the APR annunciator will illuminate steady and the capture/ track sequence will automatically begin. b. When equipped with DO

1. OBS Knob- SELECT desired approach course.

2. APR Mode Selector Button- PRESS.

3. Heading Selector Knob· ROT ATE Bug to agree with

OBS course.

NOTE

When APR is selected, the lateral operating mode will change from HDG (if selected) to wings level for 5 seconds. A 45° intercept angle will then be automatically established based on the position of the bug.

REPORT: VB-1180

9-32, 6 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 9

SUPPLEMENT 6

If the 0-Bar is greater than 2 to 3 dots: the autopilot will annunciate HOG mode(unless HOG not selected) and APR flashing; when the computed capture point is reached the HOG annunciator will go out, the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the 0-Bar is less than 2 to 3 dots: the HOG mode will disengage upon selecting APR mode; the APR annunciator will illuminate steady and the capture/ track sequence will automatically begin.

(6) BC Approach Coupling a. When equipped with HSI

I. Course Bearing Pointer- SET to the ILS front course inbound heading.

NOTE

When equipped with N A V I

A V 2 switching and NAY 2 is selected, set OBS to the ILS front course inbound heading.

2. HEADING Selector Knob - SET BUG to provide desired intercept angle.

3. BC Mode Selector Button- PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HOG mode (or wings level if HOG not selected) with BC annunciated steady and

APR annunciator flashing; when the computed capture point is reached the HOG will disengage, the BC and APR annunciators will illuminate steady and the selected course will be automatically captured and tracked.

If the 0-Bar is less than 2 to 3 dots: the HOG mode will disengage upon selecting BC mode; the APR BC annunciator will illuminate steady and the capture/ track sequence will automatically begin. b. When equipped with OG

I. OBS Knob - SELECf the ILS front course inbound heading.

2. BC Mode Selector Button - PRESS.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

7 of 20, 9-33

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

3. Heading Selector Knob - ROT ATE Bug to the ILS front course inbound heading.

NOTE

When BC is selected, the lateral operating mode will change from HDG (if selected) to wings level for 5 seconds. A 45° intercept angle will then be established based on the position of the bug.

If the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate HDG and BC modes with APR flashing; when the computed capture point is reached the HDG annunciator will go out, the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the D-Bar is less than 2 to 3 dots: the HDG mode will disengage upon selecting BC mode; the APR BC annunciator will illuminate steady and the capture/ track sequence will au.tomatically begin. ·

(7) Missed Approach a. AP DISC/TRIM INTER- PRESS to disengage AP. b. MISSED APPROACH • EXECUTE. c. AP ENG Button - PRESS (if AP operation is desired).

Note AP annunciator ON.

(8) Before Landing

AP DISC/TRIM INTER- PRESS to disengage AP.

SECTION 5 ·PERFORMANCE

No change.

SECTION 6 ·WEIGHT AND BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the Basic Pilot's Operating Har:!book.

REPORT: VB-1180

9-34, 8 of 20

ISSUED: AUGUST !3, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 9

SUPPLEMENT 6

SECTION 7DESCRIPTION AND OPERATION

The KAP I 00 Autopilot is certified in this airplane with roll axis control.

The various instruments and the controls for the operation of the KAP I 00

Autopilot are described in Figures 7-1 thru 7-11.

The KAP 100 Autopilot has an optional electric pitch trim system. The trim system is designed to withstand any single inflight malfunction. A trim fault is visually and aurally annunciated.

A lockout device prevents autopilot engagement until the system has been successfully preflight tested.

The following conditions will cause the Autopilot to automatically disengage:

(a) Power failure.

(b) Internal Flight Control System failure.

(displaying HOG flag) disengages the Autopilot when a mode using heading information is engaged. With the HOG flag present only the autopilot wings level mode can be selected.

(d) Roll rates in excess of 16° per second will cause the autopilot to disengage except when the CWS switch is held depressed.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

9 of 20, 9-35

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

3 4

10 9 8 7 6 5

KC 190 AUTOPILOT COMPUTER

Figure 7-l

I. KAP 100 AUTOPILOT COMPUTER - Complete Autopilot computer. Includes system mode annunciators and system controls.

2. MODE ANNUNCIATORS- Illuminate when a mode is selected by the corresponding mode selector button (PUSH ON- PUSH OFF).

3. TRIM WARNING LIGHT (TRIM) - Illuminates continuously whenever trim power is not on or the system has not been preflight tested. The TRIM warning light, located on the right side of the computer, will flash and be accompanied by an audible warning whenever a manual pitch trim malfunction occurs (trim running without being commanded to run).

4. AUTOPILOT ANNUNCIATOR (AP) -Illuminates continuously whenever the autopilot is engaged. Flashes approximately 12 times whenever the autopilot is disengaged (an aural alert will also sound for 2 seconds).

5. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed, engages autopilot if all logic conditions are met.

REPORT: VB-1180

9•36, 10 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

Figure 7 -I ( cont)

6. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed, initiates preflight test sequence which automatically turns on all annunciator lights, tests the roll rate monitor, checks the manual trim drive voltage, checks the manual electric trim monitor and tests all autopilot valid and dump logic. If the preflight is, successfully passed, the AP annunciator light will flash for approximately 6 seconds (an aural tone will also sound simultaneously with the annunciator flashes). The autopilot cannot be engaged until the preflight test is successfully passed.

7. BACK COURSE APPROACH (BC) MODE SELECTOR

BUTTON - When pushed, will select the Back Course Approach mode. This mode functions identically to the approach mode except that response to LOC signals is reversed.

8. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will select the Approach mode. This mode provides all angle intercept (with HSI) or a fixed angle intercept of 45° (with

DG). automatic beam capture and tracking of VOR, RNAV or

LOC signals. The tracking gain of the APR mode is greater than the gain in the NAY mode. The APR annunciator will flash until the automatic capture sequence is initiated.

9. NAVIGATION (NAY) MODE SELECTOR BUTTON- When pusht!d. will select the Navigation mode. The mode provides all angle intercept (with HS I) or a fixed angle intercept of 45° (with

DG). automatic beam capture and tracking of VOR, RNAV or

LOC signals. The N A V annunciator will flash until the automatic capture sequence is initiated.

10. HEADING (HOG) MODE SELECTOR BUTTON - When pushed. will select the Heading mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the DG or HSI. A new heading may be selected at any time and will result in the airplane turning to the new heading with a maximum bank angle of about 20°. Selecting HDG mode will cancel ~A

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

11 of 20, 9-37

SECTION 9

SUPPLEMENT 6

1 2

PIPER AIRCRAFT CORPORATION

PA·28·161, WARRIOR II

4

KG 258 VERTICAL GYRO

Figure 7-3

I. KG 258 VERTICAL GYRO - Displays airplane attitude as a conventional attitude gyro. The gyro is air driven.

2. ROLL ATTITUDE INDEX- Displays airplane roll attitude with respect to the roll attitude scale.

3. ROLL ATTITUDE SCALE -Scale marked at 0, !10, :t20, ;t30,

±60 and .±90 degrees.

4. PITCH ATTITUDE SCALE- Moves with respect to the symbolic airplane to present pitch attitude. Scale graduated at 0, :t5, ± 10,

±15, ±20 and :t25 degrees.

5. SYMBOLIC AIRPLANE - Serves as a stationary symbol of the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed symbolic aircraft and the movable background.

6. SYMBOLIC AIRCRAFT ALIGNMENT KNOB - Provides manual positioning of the symbolic aircraft for level flight under various load conditions.

7. DECISION HEIGHT(DH) ANNUNCIATOR LIGHT -Optional light for use with the aircraft's optional radar altimeter.

REPORT: VB·1180

9·38, 12 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

1 2 3 4

SECTION 9

SUPPLEMENT 6

KI 204/206 VOR/LOC/

GLIDE SLOPE INDICATOR (TYPICAL)

Figure 7-5 l. VORi LOC/ GLIDE SLOPE INDICATOR - Provides rectilinear display of VOR/ LOC and Glide slope deviation.

2. COURSE INDEX- Indicates selected VOR course.

3. COURSE CARD - Indicates selected VOR course under course index.

4. NAY FLAG -Flag is in view when the NAY receiver signal is inadequate. When a N A V flag is present in the navigation indicator

(CD I or KI 525A) the autopilot operation is not affected. The pilot must monitor the navigation indicators for NAY flags to insure that the Autopilot is tracking valid navigation information.

5. TO; FROM INDICATOR FLAG - Indicates direction of VOR station relative to selected course.

6. GLIDE SLOPE DEVIATION NEEDLE - Indicates deviation from ILS glide slope.

7. COURSE DEVIATION SCALE - A course deviation bar displacement of 5 dots represents full scale (VOR

±2 1! 2°, RNA V

± 10°, LOC

5NM, RNA V APR- I I I 4NM) deviation from beam centerline.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

13 of 20, 9-39

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Figure 7-5 (cont)

8. GLIDE SLOPE SCALE- Indicates displacement from glide slope beam center. A glide slope deviation needle displacement of 5 dots, represents full scale (0.7°) deviation above or below glide slope beam centerline.

9. RECIPROCAL COURSE INDEX - Indicates reciprocal of selected VOR course.

10. OMNI BEARING SELECTOR (OBS) KNOB- Rotates course card to selected course.

11. COURSE DEVIATION NEEDLE - Indicates course deviation from selected omni course or localizer centerline.

12. GLIDE SLOPE (GS) FLAG- Flag is in view when the GS receiver signal is inadequate.

2 3 4

---4.:.-..1----=-

13 ---1~*{--:....-

KI 525A HORIZONTAL SITUATION INDICATOR

Figure 7-7

REPORT: VB-1180

9-40, 14 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

Figure 7-7 (cont)

I. KI 525A HORIZONTAL SITUATION INDICATOR (HSI) -

Provides a pictorial presentation of aircraft deviation relative to

VOR radials or localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north.

2. N A V FLAG - Flag is in view when the N A V receiver signal is inadequate. When aN A V flag is present in the navigation indicator

(CDI or KI 525A) the autopilot operation is not affected. The pilot must monitor the navigation indicators for NA V flags to insure that the Autopilot is tracking valid navigation information.

3. LUBBER LINE- Indicates aircraft magnetic heading on compass card ( 10).

4. HEADING WARNING FLAG (HOG)- When flag is in view the heading display is invalid. If a H DG flag appears and a lateral mode

(HOG, NAY, APR or APR BC) is selected, the Autopilot will be disengaged. The Autopilot may be re-engaged in the basic wings level mode. The CWS switch would be used to maneuver the aircraft Ia terally.

5. COURSE BEARING POINTER- Indicates selected VOR course or localizer course on compass card ( 10). The selected VOR radial or localizer heading remains set on the compass card when the compass card ( 10) rotates.

6. TO/ FROM INDICATOR FLAG - Indicates direction of VOR station relative to selected course.

7. DUAL GLIDE SLOPE POINTERS -Indicate on glide slope scale

(8) aircraft displacement from glide slope beam center. Glide slope pointers in view indicate a usable glide slope signal is being received.

8. GLIDE SLOPE SCALES -Indicate displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots, represents full scale (0.7°) deviation above ·or below glide slope beam centerline.

9. HEADING SELECTOR K:r\OB ( y )

-Positions heading Bug

( 14) on compass card ( 10) by rotating the heading selector knob.

The Bug rotates with the compass card.

10. COMPASS CARD- Rotates to display heading of airplane with reference to lubber line (3) on HSI.

II. COURSE SELECTOR KNOB- Positions course bearing pointer

(5) on the compass card ( 10) by rotating the course selector knob.

12. COURSE DEVIATION BAR (D-BAR) -The center portion of omni bearing pointer moves laterally to pictorially indicate the relationship of aircraft to selected course. It indicates in degrees of angular displacement from VOR radials and localizer beams or displacement in nautical miles from RNAV courses.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

15 of 20, 9-41

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Figure 7-7 (cont)

13. COURSE DEVIATION SCALE- A course deviation bar displacement of 5 dots represents full scale ( VOR

RNAV

± 10°, LOC = ±2 I I 2°,

= 5NM, RNAV APRI I/4NM) deviation from beam centerline.

14. HEADING BUG - Moved by (

Q ) knob (9) to select desired heading.

KG 107 NON-SLAVED DIRECTIONAL GYRO

Figure 7-9

REPORT: VB-1180

9-42, 16 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

Figure 7-9 (cont)

I. KG 107 NON-SLAVED DIRECTIONAL GYRO(DG)- Provides a stable visual indication of aircraft heading to the pilot. The gyro is air driven.

2. LUBBER LINE- Indicates aircraft magnetic heading on compass card (4).

3. HEADING BUG- Moved by ( heading.

V ) knob (5) to select desired

4. COMPASS CARD- Rotates to display heading of airplane with reference to lubber line (4) on DG.

5. HEADING SELECTOR KNOB (

y )

-Positions heading Bug

(3) on compass card (4) by rotating the heading selector knob. The

Bug rotates with the compass card.

6. GYRO ADJUSTMENT KNOB (PUSH)- When pushed in, allows the pilot to manually rotate the gyro compass card (4) to correspond with the magnetic heading indicated by the magnetic compass. The unslaved compass card must be manually reset periodically to compensate for precessional errors in the gyro.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

17 of 20, 9-43

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

AUTOPILOT CONTROL WHEEL SWITCH CAP

Figure 7-ll l. AUTOPILOT CONTROL WHEEL SWITCH CAP • Molded plastic unit mounted on the left horn of the pilot's control w.heel which provides mounting for three switch units associated with the autopilot and manual electric trim systems (only used with optional manual electric trim).

2. MANUAL ELECTRIC TRIM CONTROL SWITCHES· A split switch unit in which the left half provides power to engage the trim servo clutch and the right half to control the direction of motion of the trim servo motor. Both halves of the split trim switch must be actuated in 'order for the manual trim to operate in the desired direction.

3. CONTROL WHEEL STEERING (CWS) BUTTON - When depressed, allows pilot to manually control the aircraft (disengages the servo) without cancellation of any of the selected modes.

4. AUTOPILOT DISCONNECT/TRIM INTERRUPT(AP DISC/

TRIM INTER) Switch - When depressed and released, will dis· engage the autopilot and cancel all operating autopilot modes.

When depressed and held, will interrupt all electric trim power (stop trim motion). disengage the autopilot, and cancel all operating autopilot modes.

REPORT: VB-1180

9-44, 18 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 6

The airplane MASTER SWITCH function is unchanged and can be used in an emergency to shut off electrical power to all flight control systems while the problem is isolated.

The RADIO POWER switch supplies power to the avionics bus bar of the radio circuit breakers and the autopilot circuit breaker.

The following circuit breakers are used to protect the following elements of the King KAP 100 Autopilot:

AUTOPILOT- Supplies power to the KC 190, the autopilot roll servo, and the Pitch Trim Circuit Breaker.

PITCH TRIM - Supplies power to the optional manual electric pitch trim system.

COMP-SYSTEM -.Supplies power to the optional KCS 55A

Compass System.

ISSUED: AUGUST 13,1982

REPORT: VB-1180

19 of 20, 9-45

SECTION 9

SUPPLEMENT 6

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

THIS PAGE INTENTIONALLY LEFT BLANK

REPORT: VB-1180

9-46, 20 of 20

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO.7

FOR

KING KAP 150 SERIES FLIGHT CONTROL SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the King KAP ISO Series

Flight Control System is installed in accordance with STC SA1565CE-D.

The information contained herein supplements or supersedes the information in the basic Pilot's Operating Handbook and FAA Approved

Flight Manual.

FAA

APPROVED_L..:..).....;;~;;.....;..::::....:·'----"~~~....><:;.:"""'4="""'------

WARD EVANS

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORIDA

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

1 of 26, 9-47

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1 - GENERAL

This supplement supplies information necessary for the operation of the airplane when the optional King KAP 150 Series Flight Control System is installed. The Flight Control System must be operated within the limitations herein specified. The information contained within this supplement is to be used in conjunction with the complete handbook.

This supplement has been FAA Approved as a permanent part of this handbook and must remain in this handbook at all times when the optional

King KAP 150 Series Flight Control System is installed.

SECTION 2- LIMITATIONS

(a) During autopilot operation, a pilot with seat belt fastened must be seated at the left pilot position.

(b) The autopilot must be OFF during takeoff and landing.

(d) Autopilot flap limitation: Maximum flap extension 10° (first notch).

(e) Autopilot airspeed limitation: Maximum 140 KIAS.

NOTE

In accordance with FAA recommendation, use of "altitude hold" mode is not recommended during operation in severe turbulence.

SECTION 3 ·EMERGENCY PROCEDURES

(a) In case of Autopilot malfunction: (accomplish items I. and 2. simultaneously)

(1) Airplane Control Wheel - GRASP FIRMLY and regain aircraft control.

(2) AP DISC/TRIM INTER Switch- PRESS and HOLD.

(3) AP DISC/TRIM INTER Switch- RELEASE while observing pitch trim wheel. If pitch trim wheel is in motion, follow the

Electric Trim Malfunction Procedure.

REPORT: VB-1180

9-48, 2 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

(b) In case of Electric Trim Malfunction (either manual electric or autotrim):

(l) AP DISC/TRIM INTER Switch - PRESS and HOLD throughout recovery.

(2) PITCH TRIM Circuit Breaker- PULL.

(3) Air-craft - RETRIM manually.

CAUTION

When disconnecting the autopilot after a trim malfunction, hold the control wheel firmly; up to 45 pounds of force on the control wheel may be ne~essary to hold the aircraft level.

Maximum Altitude losses due to autopilot malfunction:

Configuration Alt Loss

Cruise, Climb, Descent

Maneuvering

APPR

400'

110 '

80'

SECTION 4NORMAL PROCEDURES

(a) PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT)

(l) GYROS- Allow 3-4 minutes for gyros to come up to speed.

(2) RADIO POWER Switch- ON.

(3) PREFLIGHT TEST BUTTON - PRESS momentarily and

NOTE: a. All annunciator lights on (TRIM annunciator flashing). b. After approximately 5 seconds, all annunciator lights off except AP which will flash approximately 12 times and then remain off.

NOTE

If trim warning light stays on then the autotrim did not pass preflight test. The autopilot circuit breakers should be pulled. Manual ~lectric trim cannot be used. .

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

3 of 26, 9-49

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

(4) MANUAL ELECTRIC TRIM- TEST as follows: a. Actuate the left side of the split switch to the fore and aft positions. The trim wheel should not move on its own.

Rotate the trim wheel manually against the engaged clutch, to check the pilot's overpower capability. b. Actuate right side of split switch unit to the fore and aft positions. The trim wheel should not move on its own and normal trim wheel force is required to move it manually. c. Press the AP DISC/ TRIM INTER switch down and hold.

Manual Electric Trim should· not operate either nose up or nose down.

(5) FLIGHT DIRECTOR (KFC 150 ONLY) - ENGAGE by pressing FD or CWS button.

(6) AUTOPILOT- ENGAGE by pressing AP ENG button.

(7) CONTROL WHEEL- MOVE fore, aft, left and right to verify that the autopilot can be overpowered.

(8) AP DISC/TRIM INTER Switch - PRESS. Verify that the autopilot disconnects and all flight director modes are cancelled.

(9) TRIM - SET to take off position.

(b) AUTOPILOT OPERATION

(I) Before takeoff

AP DISC/TRIM INTER Switch- PRESS.

(2) Autopilot Engagement a. FD Mode Selector Button (KFC 150 Only)- PRESS. b. AP ENG Button- PRESS. Note AP annunciator on. If other modes are selected the autopilot will operate in wings level and pitch attitude hold.

(3) Climb or Descent a. Using CWS

1. CWS Button- PRESS and MOVE aircraft nose to the desired attitude.

2. CWS Button - RELEASE. Autopilot will maintain aircraft pitch attitude up to the pitch limits of+ 15° or

-100.

REPORT: VB-1180

9-50, 4 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 9

SUPPLEMENT 7 b. Using Vertical Trim

I. VERTICAL TRIM Control - PRESS either up or down to modify aircraft attitude at a rate of .7 deg/ sec. up to the pitch limits of+l5° or -10°.

2. VERTICAL TRIM Control- RELEASE when desired aircraft attitude is reached. The autopilot will maintain the desired pitch attitude.

(4) Altitude Hold a. AL T Mode Selector Button - PRESS. l'iote AL T mode annunciator ON. Autopilot will maintain the selected pressure altitude. b. Change selected altitudes

I . Using CWS (recommended for altitude changes greater than 100 ft.)

CWS Button - PRESS and pressure altitude. fly aircraft to desired

CWS Button - RELEASE when desired pressure altitude is reached. The autopilot will maintain the desired pressure altitude.

2. Using Vertical Trim (Recommended for altitude changes Jess than 100 ft.)

VERTICAL TRIM Control - PRESS either up or down. Vertical Trim will seek an altitude rate of change of 600 ± 100 fpm.

VERTICAL TRIM Control- RELEASE when desired pressure altitude is reached. The autopilot will maintain the desired pressure altitude.

(5) Heading Changes a. Manual Heading Changes

I. CWS Button - PRESS and MANEUVER aircraft to the desired heading.

2. CWS Button - RELEASE. Autopilot will maintain aircraft in wings level attitude.

NOTE

Aircraft heading may change in the wings level mode due to an aircraft out of trim condition.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

5 of 26, 9-51

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II b. Heading Hold

1. Heading Selector Knob -SET BUG to desired heading.

2. HDG Mode Selector Button -PRESS. Note HDG mode annunciator ON. Autopilot will automatically turn the aircraft to the selected heading. c. Command Turns (Heading Hold mode ON)

HEADING Selector Knob- MOVE BUG to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading.

(6) NA V Coupling a. When equipped with HSI.

I. Course Bearing Pointer - SET to desired course.

NOTE

When equipped with NA V I

AV 2 switching and N A V 2 is selected, set 0 BS to the desired course.

2. HEADING Selector Knob - SET BUG to provide desired intercept angle.

3. NAV Mode Selector Button- PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HDG mode (or wings level if HDG not selected) with the N AV annunciator flashing; when the computed capture point is reached the HDG will disengage, the NAV annunciator will illuminate steady and the selected course will be automatically captured and tracked. disengage upon selecting N A V mode; the N A V annunciator will illuminate steady and the capture; track sequence will automatically begin. b. When equipped with DG

I. OBS Knob - SELECT desited course.

2. NAV Mode Selector Button- PRESS.

REPORT: VB-1180

9-52, 6 of26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

3. Heading Selector Knob- ROTATE BUG to agree with

OBS course.

NOTE

When :--.fAY is selected, the lateral operating mode will change from HOG (if selected) to wings level for 5 seconds. A 45° intercept angle will then be automatically established based on the position of the bug.

If the 0-Bar is greater than 2 to 3 dots: the autopilot will annunciate HOG mode (unless HOG not selected) and NAY flashing; when the computed capture point is reached the HOG annunciator will go out, theN A Y annunciator will illuminate ste"ady and the selected course will be automatically captured and tracked.

If the 0-Bar is less than 2 to 3 dots: the H DG mode will disengage upon selecting NA V mode; the NA V annunciator will illuminate steady and the capture/track sequence will automatically begin.

(7) Approach (APR) Coupling a. When equipped with HSI

I. Course Bearing Pointer - SET to desired course.

NOTE

When equipped with NAY 1/ NAY 2 switching and NAY 2 is selected, set OBS to the desired course.

2. HEADING Selector Knob - SET BUG to provide desired intercept angle.

3. APR Mode Selector Button - PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots; the aircraft will continue in H DG mode (or wings level if HOG not selected) with the APR annunciator flashing; when the computed capture point is reached the H DG will disengage, the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

7 of 26, 9-53

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If the D-Bar.is Jess than 2 to 3 dots: the H DG mode will disengage upon selecting APR mode; the APR annunciator will illuminate steady and the capture/track sequence will automatically begin. b. When equipped with DG

I. OBS Knob - SELECT desired approach course.

2. APR Mode Selector Button - PRESS.

3. Heading Selector Knob- ROT ATE Bug to agree with

OBS course.

NOTE

If the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate H DG mode (unless H DG not selected) and APR flashing; when the computed capture point is reached the HOG annunciator will go out, the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

·If the D-Bar is Jess than 2 to 3 dots: the HDG mode. will disengage upon selecting APR mode; the APR annunciator will illuminate steady and the capture j track sequence will automatically begin.

(8) BC Approach Coupling a. When equipped with HSI

I. Course Bearing Pointer- SET to the ILS front course inbound heading.

NOTE

When equipped with NAY ! /NAY 2 switching and NAY 2 is selected, set OBS to the ILS front course inbound heading.

REPORT: VB-1180

8 of 26, 9-54

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

2. HEADING Selector Knob - SET BUG to provide desired intercept angle.

3. BC Mode Selector Button - PRESS.

If the Course Deviation Bar is greater than 2 to 3 dots: the aircraft will continue in HOG mode (or wings level if HOG not selected) with BC annunciated steady and

· APR annunciator flashing; when the computed capture point is reached the HOG will disengage, and the APR annunciator will illuminate steady and the selected course will be automatically captured and tracked.

If the 0-Bar is less than 2 to 3 dots: the H DG mode will disengage upon selecting NAY mode; the APR BC annunciator will illuminate steady and the capture/ track sequence will automatically begin. b. When equipped with OG

I. OBS Knob- SELECT the ILS front course inbound heading.

2. BC Mode Selector Button - PRESS.

3. Heading Selector Knob - ROT ATE Bug to the I LS front course inbound heading.

NOTE

When BC is selected, the lateral operating mode will change from HOG (if selected) to wings level for 5 seconds. A 45° intercept angle will then be established based on the position of the bug.

If the 0-Bar is greater than 2 to 3 dots: the autopilot will annunciate HOG (unless HOG not selected) and

BC modes with APR flashing; when the computed capture point is reached the HOG annunciator will go out, the BC and APR annunciators will illuminate steady and the selected course

Will be automatically captured and tracked.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

9 of 26, 9-55

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

If the D-Bar is less than 2 to 3 dots: the H DG mode will disengage upon selecting BC mode; the APR and BC annunciators will illuminate steady and the capture/ track sequence will automatically begin.

(9) Glide Slope Coupling

NOTE

Glide slope coupling is inhibited when operating in NAY or APR BC modes. Glide slope coupling occurs automatically in the APR mode. a. APR Mode -ENGAGED. b. At giide slope centering- NOTE GS annunciator ON.

NOTE

Autopilot can capture glide slope from above or below the beam while operating in either pitch attitude hold or AL T hold modes.

(lO)Missed Approach a. AP DISC/TRIM INTER Switch- PRESS to disengage

AP. b. MISSED APPROACH- EXECUTE. c. CWS Button - PRESS (KFC 150 only) as desired to activate FD mode during go-around maneuver. d. AP ENG Button - PRESS (if AP operation is desired).

Note AP annunciator ON.

NOTE

If it is desired to track the ILS course outbound as part of the missed approach procedure, use the NA V mode to prevent inadvertent GS coupling.

REPORT: VB-1180

9-56; 10 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

( 11) Before Landing

AP DISC/TRIM INTER Switch- PRESS to disengage AP.

ONLY)

NOTE

The flight director modes of operation are the same as those used for autopilot operations except the autopilot is not engaged and the pilot must maneuver the aircraft to satisfy the flight director commands.

SECTION 5- PERFORMANCE

No change.

SECTION 6 - WEIGHT AND BALANCE

Factory installed optional t:ljuipment is inducted in the licensed weight and balance data in Section 6 of the basic Pilot's Operating Handbook.

SECTION 7 - DESCRIPTION AND OPERATION

The 150 Series AFCS is certified in this airplane with 2 axis control, pitch and roll. The various instruments and the controls for the operation of the 150 System are described in Figures 7-1 thru 7-15.

The 150 Series AFCS has an electric pitch trim system which provides autotrim during autopilot operation and manual electric trim for the pilot.

The trim system is designed to withstand any single inflight malfunction.

Trim faults are visually and aurally annunciated.

A lockout device prevents autopilot engagement until the system has been successfully preflight tested.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

11 of 26, 9-57

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

The following conditions will cause the Autopilot to automatically disengage:

(a) Power failure.

(b) Internal Flight Control System failure.

(displaying HOG flag) disengages the Autopilot when a mode using heading information is engaged. With the HOG flag present, the

Autopilot may be re-engaged in the basic wings level mode along with any vertical mode.

(d) Roll rates in excess of 16° per second will cause the autopilot to disengage except when the CWS switch is held depressed.

(e) Pitch rates in excess of 6° per second will cause the autopilot to disengage except when the CWS switch is held depressed.

2 3 2 4 5

ALT HDG GS NAV APR BC rr:RIM) AP

[ill] t,

13 12 11 9 8 7 6

REPORT: VB-1180

9-58,

KC 192 AUTOPILOT & FLIGHT DIRECTOR COMPUTER

Figure 7-1

ISSUED: AUGUST 13, 1982

12 of 26

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

Figure 7-1 (cont)

I. KFC 150 SYSTEM KC 192 AUTOPILOT COMPUTER -

Complete Flight Director and Autopilot computer to include system mode annunciators and system controls.

2. MODE ANNUNCIATORS -Illuminates when a mode is selected by the corresponding mode selector button (PUSH ON - PUSH

OFF) or when the glide slope (GS) mode is automatically engaged.

3. GLIDE SLOPE (GS) ANN UNCIA TOR -Illuminates continuously whenever the autopilot is coupled to the glide slope signal. The GS annunciator will flash if the glide slope signal is lost (GS flag in CDI or absence of glide slope pointers in Kl525A). The autopilot reverts to pitch attitude hold operation. If a valid glide slope signal returns within six seconds, the autopilot will automatically recouple in the

GS mode. If the valid signal does not return within six seconds, the autopilot will remain in pitch attitude hold mode until such time that a valid glide slope returns and the aircraft passes thru the glide slope. At that point GS couple will re-occur.

4. TRIM WARNING LIGHT (TRIM) - Illuminates continuously whenever trim power is not on or the system has not been preflight tested. Flashes and is accompanied by an audible warning whenever a manual trim fault is detected. The TRIM warning light will illuminate steady and be accompanied by a steady audible tone whenever an autotrim failure occurs. The autotrim system is monitored for the following failures: trim servo running without a command; trim servo not running when commanded to run; trim servo running in the wrong direction. The trim power switch may be cycled off to silence the continuous tone but the trim fail light will remain on. The manual electric trim may be used but the autopilot should not be engaged.

5. AUTOPILOT ANNUNCIATOR (AP)- Illuminates continuously whenever the autopilot is engaged. Flashes approximately 12 times whenever the autopilot is disengaged (an aural alert will also sound for 2 seconds).

6. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed, engages autopilot if all logic conditions are met.

7. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed, initiates preflight test sequence which automatically turns

9n all annunciator lights, tests the roll and pitch rate monitors, tests the autotrim fault monitor, checks the manual trim drive voltage and tests all autopilot valid and dump logic. If the preflight is successfully passed, the AP annunciator light will flash for approximately 6 seconds (an aural tone will also sound simultaneously with the annunciator flashes). The autopilot cannot be engaged until the preflight test is successfully passed.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

13 of 26, 9-59

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

Figure 7-1 (cont)

8. BACK COURSE APPROACH (BC) MODE SELECTOR

BUTTON -When pushed, will select the Back Course Approach mode. This mode functions identically to the approach mode except that response to LOC signals is reversed. Glide slope coupling is inhibited in the Back Course Approach mode.

9. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will select the Approach mode. This mode provides all angle intercept (with HSI) or a fixed angle intercept of 45° (with

DG), automatic beam capture and tracking of VOR, RNA V or.

LOC signals plus glide slope coupling in the case of an lLS. The tracking gain of the APR mode is greater than the gain in the N A V mode. The APR annunciator will flash until the automatic capture sequence is initiated.

10. NAVIGATION (NAY) MODE SELECTOR BUTTON - When pushed, will select the Navigation mode. The mode provides all angle intercept (with HSI) or a fixed angle intercept of 45° (with

DG), automatic beam capture and tracking of VOR, RNAV or

LOC signals. The NAY annunciator will flash until the automatic capture sequence is initiated.

11. HEADING (.HOG) MODE SELECTOR BUTTON - When pushed, will select the Heading mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the DG or HSI. A new heading may be selected at any time and will result in the airplane turning to the new heading with a maximum bank angle of about 20°. Selecting HOG mode will cancel NAV, APR or BC track modes.

12. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON -

When pushed, will select the Altitude Hold mode, which commands the airplane to maintain the pressure altitude existing at the moment of selection. Engagement may be accomplished in climb, descent, or level flight. In the APR mode, altitude hold will automatically disengage when the glide slope is captured.

13. FLIGHT DIRECTOR (FD) MODE SELECTOR BUTTON -

When pushed, will select the Flight Director mode (with KC 292

Autopilot Computer only), bringing the Command Bar in view on the KI 256 and will command wings level and pitch attitude hold.

The FD mode must be selected prior to Autopilot engagement.

14. VERTICAL TRIM CONTROL- A spring loaded to center rvckcr switch which will provide up or down·pitch command changes: while in AL T will adjust altitude at rate of about 500 fpm; when not in AL T will adjust pitch attitude at a rate of. 7 degj sec. Will cancel GS couple.

The aircraft must pass through the glide slope again to allow GS recouple.

REPORT: VB-1180

9·60, 14 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

3 4 3 5 6

~~~~\---J-~~~

ALT HOG SS UV APR BC

[ED [@]

TEST

[ill

0 rm

~H~l~

13 12 11 10 9 8 7

KC 191 AUTOPILOT COMPUTER

Figure 7-3

I. KFC 150 SYSTEM KC 191 AUTOPILOT COMPUTER -

Complete Flight Director and Autopilot computer to include system mode annunciators and system controls. ·

2. VERTICAL TRIM CONTROL- A spring loaded to center rocker switch which will provide up or down pitch command changes: while in AL Twill adjust altitude at rate of about 500 fpm; when not in AL Twill adjust pitch attitude at a rate of. 7 deg/ sec. Will cancel

GS couple. The aircraft must pass through the glide slope again to allow GS recouple.

3. MODE ANNUNCIATORS- Illuminate when a mode is selected by the corresponding mode selector button (PUSH ON- PUSH OFF) or when the glide slope (GS) mode is automatically engaged.

4. GLIDE SLOPE (GS) ANNUNCIATOR- Illuminates continuously whenever the autopilot is coupled to the glide slope signal. The GS annunciator will flash if the glide slope signal is lost (GS flag in CD! or absence of glide slope pointers in Kl525A). The autopilot reverts to pitch attitude hold operation. It a valtd ghde slope signal returns within six seconds. the autopilot will automatically recouple in the

GS mode. If the valid signal does not return within six seconds, the autopilot will remain in pitch attitude hold mode until such time that a valid glide slope returns and"the aircraft passes thru the glide s:ope. At that point GS couple will re-occur.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

15 of 26, 9-61

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

Figure 7-3 (cont)

5. TRIM WARNING LIGHT (TRIM) - Illuminates continuously whenever trim power is not on or the system has not been preflight tested. Flashes and is accompanied by an audible warning whenever a manual trim fault is detected. The TRIM warning light will illuminate steady and be accompanied by a steady audible tone whenever an autotrim failure occurs. The autotrim system is monitored for the following failures: trim servo running without a command; trim servo not running when commanded to run; trim servo running in the wrong direction. The trim power switch may be cycled off to silence the continuous tone but the trim fail light will remain on. The manual electric trim may be used but the autopilot should not be engaged.

6. AUTOPILOT ANNUNCIATOR (AP)- Illuminates continuously whenever the autopilot is engaged. Flashes approximately 12 times whenever the autopilot is disengaged (an aural alert will also sound for 2 seconds).

7. AUTOPILOT ENGAGE (AP ENG) BUTTON - When pushed, engages autopilot if all logic conditions are met.

8. PREFLIGHT TEST (TEST) BUTTON - When momentarily pushed, initiates preflight test sequence which automatically turns on all annunciator lights, tests the roll and pitch rate monitors, tests the autotrim fault monitor, checks the manual trim drive voltage and tests all autopilot valid and dump logic. If the preflight is successfully passed, the AP annunciator light will flash for approximately 6 seconds (an aural tone will also sound simultaneously with the annunciator flashes). The autopilot cannot be engaged until the preflight test is successfully passed. .

9. BACK COURSE APPROACH (BC) MODE SELECTOR

BUTTON - When pushed, will select the Back Course Approach mode. This mode functions identically to the approach mode except that response to LOC signals is reversed. Glide slope coupling is inhibited in the Back Course Approach mode.

10. APPROACH (APR) MODE SELECTOR BUTTON - When pushed, will select the Approach mode. This mode provides all angle intercept (with HSI) or a fixed angle intercept of 45° (with

DG), automatic beam capture and tracking of VOR, RNAV or

LOC sig~als plus glide slope coupling in the case of an lLS. The

!'·c:

>-~ --~ ;a in c~ the APR mode is greater than the gain in the NA V me>:.., .. ;,~APR annunciator will flash until the automatic capture seq ut:nce is initiated.

REPORT:

9-62,

VB-1180

16 of 26

ISSUED: AUGUST 1 ~. 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

·SECTION 9

SUPPLEMENT 7

Figure 7-3 (cont)

II. NAVIGATION (NAY) MODE SELECTOR BUTTO:"J - When pushed. will select the Navigation mode. The mode provides all angle intercept (with HSI) or a fixed angle intercept of 45° (with

DG). automatic beam capture and tracking of YOR, RNAY or

LOC signals. The N A V annunciator will flash until the automatic capture sequence is initiated.

12. HEADING (HDG) MODE SELECTOR BUTTON - When pushed. will select the Heading mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the DG or HSJ. A new heading may be selected at any time and will result in the airplane turning to the new heading with a maximum bank angle of about 20°. Selecting HOG mode will cancel i-IAY, APR or BC track modes.

!3. ALTITUDE HOLD (ALT) MODE SELECTOR BUTTON -

When pushed, will select the Altitude Hold mode. which commands the airplane to maintain the pressure altitude existing at the moment of selection. Engagement may be accomplished in climb, descent, or level flight. In the APR mode. altitude hold will automatically disengage when the glide slope is captured.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

17 of 26, 9-63

SECTION 9

SUPPLEMENT 7

1 2

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

Kl 256 FLIGHT COMMAND INDICATOR

Figure 7-5

I. Kl 256 FLIGHT COMMAND INDICATOR (FCI)- Displays airplane attitude as a conventional attitude gyro and displays commands for flight director operation. The gyro is air driven.

2. ROLL ATTITUDE INDEX- Displays airplane roll attitude with respect to the roll attitude scale.

3. ROLL ATTITUDE SCALE- Scale marked at 0, ± 10, t20,.:t30, ±60 and ±90 degrees.

4. PITCH ATTITUDE SCALE- Moves with respect to the symbolic airplane to present pitch attitude. Scale graduated at 0,±5, ± 10, ± 15,

±20 and ±25 degrees.

5. COMMAND BAR - Displays computed steering commands referenced to the symbolic airplane. The command bar is visible only when FD mode is selected. The command bar will be biased out of view whenever the system is invalid or a Flight Director mode is not engaged.

6. FCI SYMBOLIC AIRPLANE- Airplane pitch and roll attitude is displayed by the relationship between the fixed symbolic airplane and the movable background. During flight director operation, the symbolic airplane is flown to align it with the command bar to satisfy the flight director commands.

7. DECISION·HEIGHT(DH) ANNUNCIATOR LIGHT -Optional light for use with the aircraft's optional radar altimeter.

REPORT: VB-1180

9-64, 18 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

2 3

SECTION 9

SUPPLEMENT 7

KG 258 VERTICAL GYRO

Figure 7-7

I. KG 258 VERTICAL GYRO - Displays airplane attitude as a conventional attitude gyro. The gyro is air driven.

2. ROLL ATTITUDE INDEX- Displays airplane roll attitude with respect to the roll attitude scale.

3. ROLL ATTITUDE SCALE- Scale marked at 0, ± 10,±20, ±30,±60 and ±90 degrees.

4. PITCH ATTITUDE SCALE- Moves with respect to the symbolic airplane to present pitch attitude. Scale graduated at 0, ±5, ± IO,.:t 15,

±20 and ±25 degrees.

6. SYMBOLIC AIRCRAFT ALIGNMENT KNOB - Provides manual positioning of the symbolic aircraft for level flight under various load conditions.

7. DECISION HEIGHT (DH) A;";NUNCIATOR LIGHT -Optional light for use with the aircraft's optional radar altimeter.

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

19 of 26, 9-65

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

2 3 4

14----!~.........:.

13 ~!-!-"""'1-...-

KI 525A HORIZONTAL SITUATION INDICATOR

Figure 7-9

5

I. Kl 525A HORIZONTAL SITUATION INDICATOR (HSI) -

Provides a pictorial presentation of aircraft deviation relative to

YOR radials or localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north.

2. NAY FLAG - Flag is in view when the NAY receiver signal is inadequate. When aNA Y flag is present in the navigation indicator

(CDI or KI 525A) the autopilot operation is not affected. The pilot must monitor the navigation indicators for NAY flags to insure that the Autopilot and/ or Flight Director are tracking valid navigation information.

3. LUBBER LINE- Indicates aircraft magnetic heading on compass card (10).

4. HEADING WARNING FLAG (HOG)- When flag is in view, the heading display is invalid. If

(HOG, NAY, APR or APR BC) is selected, the Autopilot will be disengaged. The Autopilot may be re-engaged in the basic wings level mode along with any vertical mode. The CWS switch would be used to maneuver the aircraft laterally.

REPORT: VB-1180

9·66, 20 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTIO~ 9

SUPPLEMENT 7

Figure 7-9 (cont)

5. COURSE BEARING POINTER- Indicates selected VOR course or localizer course on compass card (10). The selected VOR radial or localizer heading remains set on the compass card when the compass card ( 10) rotates.

6. TO/FROM INDICATOR FLAG- Indicates direction of VOR station relative to selected course.

7. DUAL GLIDE SLOPE POINTERS -Indicate on glide slope scale

(fl) aircraft displacement from glide slope beam center. Glide slope pointers in view indicate a usable glide slope signal is being received.

The glide slope pointers will bias out of view if the glide slope signal is lost.

8. GLIDE SLOPE SCALES -Indicate displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots, represents full scale (0. 7°) deviation above or below glide slope beam centerline.

9. HEADING SELECTOR KNOB (

Q )

-Positions heading bug

( 14 > on compass card (I 0) by rotating the heading selector knob.

T.1e Bug rotates with the compass card.

10 COMPASS CARD- Rotates to display heading of airplane with reference to lubber line (3) on HSI.

II. COURSE SELECTOR KNOB- Positions course bearing pointer

(5) on the compass card ( 10) by rotating the course selector knob.

12. COURSE DEVIATION BAR (D-BAR)- The center portion of ornni bearing pointer moves laterally to pictorially indicate the relationship of aircraft to the selected course. It indicates degrees of angular displacement from VOR radials and localizer beams, or displacement in nautical miles from RNA V courses.

13. COURSE DEVIATION SCALE-Acoursedeviation bardisplacement of 5 dots represents full scale (VOR = ± 10°, LOC = :t2 I 12°,

RNAV = 5NM, RNAV APR= I l/4NM) deviation from beam centerline.

14. HEADING BUG- Moved by ( heading.

Q ) knob (9) to select desired

ISSUED: AUGUST 13, 1982 REPORT: VB-1180

21 of 26, 9-67

SECTION 9

SUPPLEMENT 7

1 2

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

KG 107 NON-SLAVED DIRECTIONAL GYRO

Figure 7-11

1. KG 107 NON-SLAVED DIRECTIONAL GYRO (DG)- Provides a stable visual indication of aircraft heading to the pilot. The gyro is air driven.

2. LUBBER LINE- Indicates aircraft magnetic heading on compass

4. card (4).

HEADING .BUG - Moved by (

Q ) knob (5) to select desired heading. ·

COMPASS CARD - Rotates to display heading of airplane with

6. reference to lubber line (2) on DG.

HEADING SELECTOR KNOB ( Q ) -Positions heading bug

(3) on compass catd(4) by rotating the heading selector knob. The

Bug rotates with the compass card.

GYRO ADJUSTMENT KNOB (PUSH)- When pushed in, allows the pilot to manually rotate the gyro compass card ( 4) to correspond with the magnetic heading indicated by the magnetic compass. The unslaved compass card must be manually reset periodically to compensate for precessional errors in the gyro.

REPORT: VB-1180

9-68, 22 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

2 3 4

SECTION 9

SUPPLEMENT 7

KI 204/206 VOR/LOC/

GLIDE SLOPE INDICATOR (TYPICAL)

Figure 7-13

I. VOR/LOC/GLIDE SLOPE INDICATOR~ Provides rectilinear display of VOR/ LOC and glide slope deviation.

2. COURSE INDEX~ Indicates selected VOR course.

3. COURSE CARD- Indicates selected VOR course under course index.

4. N A V FLAG- Flag is in view when theN A V receiver signal is inadequate. When aNA V flag is present in the navigation indicator (CD! or Kl 525A), the autopilot operation is not affected. The pilot must monitor the navigation indicators for !':A V flags to insure that the

Autopilot and/ or Flight Director are tracking valid navigation information.

5. TO FROM INDICATOR FLAG - Indicates direction of VOR

6. st;Hion relative to selected course.

GLIDE SLOPE DEVIATION NEEDLE - Indicates deviation fr.Jm i LS giide slope.

7. COURSE DEVIA TJON SCALE -A course deviation bardisplacem.:nt of 5 dots represents full scale (VOR = ±10°, LOC = ±2 l/2c.

R \A\'= 5NM, RNAV APR= I lj4NM) deviation from beam centerline.

ISSUED: AUGlJST 13, 1982 REPORT: VB-1180

23 of 26, 9-69

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

Figure 7-13 (cont)

8. GLIDE SLOPE SCALE -lndicates displacement from glide slope beam center. A glide slope deviation needle displacement of 5 dots, represents full scale (0. 7°) deviation above or below glide slope beam centerline.

9. RECIPROCAL COURSE INDEX - Indicates reciprocal of selected VOR course.

10. OMNI BEARING SELECTOR (OBS) KNOB- Rotates course card to selected course.

11. COURSE DEVIATION NEEDLE - Indicates course deviation from selected omni course or localizer centerline.

12. GLIDE SLOPE (GS) FLAG- Flag is in view when the GS receiver signal is inadequate.

2 i

{

- -

AUTOPILOT CONTROL WHEEL SWITCH CAP

Figure 7-15

REPORT: VB-1180

9-70, 24 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 7

Figure 71 5 (cont)

I. AUTOPILOT CONTROL WHEEL SWITCH CAP - Molded plastic unit mounted on the left horn of the pilot's control wheel

\\-hich provides mounting for three switch units associated with the autopilot and manual electric trim systems.

2. MANUAL ELECTRIC TRIM CONTROL SWITCHES- A split switch unit in which the left half provides power to engage the trim servo clutch and the right half to control the direction of motion of the trim servo motor. Both halves of the split trim switch must be actuated in order for the manual trim to operate in the desired direction. When the autopilot is engaged, operation of the manual electric trim will automatically disconnect the autopilot.

3. CONTROL WHEEL STEERING (CWS) BUTTON - When depressed, allows pilot to manuaily control the aircraft (disengages the servos) without cancellation of any of the selected modes. Will engage the Flight Director mode if not previously engaged. Automatically synchronizes the Flight Director/ Autopilot to the pitch attitude present when the CWS switch is released, or to the prF:sent pressure altitude when operating in the A L T hold mode. Will cancel

GS couple. The aircraft must pass through the glide slope to allow

GS recouple.

4. AUTOPILOT DISCONI'.ECT;TRIM INTERRUPT(AP DISC;

TRIM INTER) Switch - When depressed and released will disengage the autopilot and ca<ncel all operating Flight Director modes. When depressed and held will interrupt all electric trim power (stop trim motion), disengage the autopilot, and cancel all operating Flight Director modes. ffiSUED:AUGUST1~1~2 REPORT: VB-1180

25 of 26, 9-71

SECTION 9

SUPPLEMENT 7

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

The airplane MASTER SWITCH function is unchanged and can be used in an emergency to shut off electrical power to all flight control systems while the problem is. isolated.

The RADIO POWER switch supplies power to the avionics buss bar of the radio circuit breakers and the autopilot circuit breaker.

The following circuit breakers are used to protect the following elements of the King 150 Series Autopilot:

AUTOPILOT - Supplies power to the KC 192 or the KC 191

Computer, the autopilot pitch and roll servos, and the Pitch Trim

Circuit Breaker.

PITCH TRIM- Supplies power to the autotrim and manual electric pitch trim systems.

COMP-SYSTEM - Supplies power to the optional KCS 55A

Compass System.

REPORT: VB-1180

9-72, 26 of 26

ISSUED: AUGUST 13, 1982

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 9

SUPPLEMENT 8

PILOT'S OPERATING HANDBOOK

AND

FAA APPROVED AIRPLANE FLIGHT MANUAL

SUPPLEMENT NO. 8

FOR

AUXILIARY VACUUM SYSTEM

This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Piper Auxiliary

Vacuum System is installed in accordance with Piper Drawing No. 87773-2.

The information contained herein supplements or supersedes the basic

Pilot's Opera~ing Handbook and FAA Approved Flight Manual.

FAA APPROVED

..Q,td-t.,.....L ' •

D.H. TROMPLER

D.O.A. NO. SO-l

PIPER AIRCRAFT CORPORATION

VERO BEACH, FLORID~

ISSUED: JULY 12, 1985 REPORT: VB-1180

9- 73 1 of S

SECTION 9

Sl1PPLEMENT 8

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR II

SECTION 1 - GD/ERAL

This supplement ~up plies information nccessa ry fort he operation of the airplane when the optional Piper Auxiliary Vacuum System is instalkd. The information contained within this ~uppkmcnt i~ to he used in conjunction the complete handbook.

SECTION 2 ·LIMITATIONS

(a) The auxiliary vacuum system i~ limited to standby function only. do not ta kc off with the engi r1L' J ri\ cn dry air pump inoperati-ve.·

(b) Discontinue flight in Instrument Mctcrologi,.:al Conditions(IMC) if vacuum pressure falls hdo\\ -Us ln. Hg.

(c) The auxiliary pump motor assembly and elapsed time indicator must he removed from sen·ice a ftcr 500 hours accumulated operating time or 10 years whichc\cr occurs first.

SECTION 3 • E.\tE.RGENCY PROCE.Dl"RES

LOSS OF VAClTM Sl/CTION

(a) Low "VAC' warning and "VAC OrF"lights illimunated;

Vacuum ~u<.·tion gauge ............ check to \erify inop pump

(b) If vacuum suction gauge below 4.5 inches H4:

Auxiliary vacuum switch ................... push "AlJX ON"

Verify \acuum suction 4.X to 5.2 inches H4 and "Vac and "VAC

OFF" annunciator lights out and "AUX 0:\''light illuminated.

CA CT/0\

Compasscrr'ormayexcecd 10' \\hcnau.xiliary

\"acuum system is in operation

(c) \1onitor electrical load Yerif~ alternator l'apacity is nnt being c.xct.:eded as indicated by the ammeter. If required turn off none"cntial electrical e4uiprnent.

(d) Land at the earliest opportunit~ to ha\e prirmtry ~~~tem repaired.

REPORT: VB-1180 Jssn:n:

Jl'l.\' 12, 1985

2 of 5 9 • 74

PIPER AIRCRAFT CORPORATION

PA·28·161, WARRIOR II

SECTION 9

SUPPLEMENT 8

SECTION 4 ·NORMAL PROCEDURES

(a) Preflight Check.

1. Turn on battery switch and verify "V AC OFF" light illuminated.

NOTE

Due to the electrical power requirement of the auxiliary vacuum pump it is suggested that the engine be operating while making the following checks.

2. Turn on auxiliary vacuum pump and verify" A UX ON" light is illuminated and electrical load (approximately 15 amps) on ammeter.

3. Turn off auxiliary vacuum pump and verify "AUX ON" light extinguished.

(b) Inflight check. -Prior to entering instrument flight conditions:

I. Turn off non-essential electrical equipment.

2. Turn on auxiliary vacuum pump and verify "AUX ON" light illuminated and electrical load (approximately 15 amps) on ammeter.

3. Turn off auxiliary vacuum pump and verify "AUX ON" light extinguished and return to normal flight.

NOTE

For maximum service life, avoid continuous nonemergency operation of the auxiliary vacuum pump.

SECTION 5 • PERFORMANCE

No change.

ISSUED: JULY 12, 1985

REPORT: VB-1180

9. 75 3 of 5

SECTION 9

SUPPLEMENT 8

PIPER AIRCRAFT CORPORATION

PA-28·161, WARRIOR II

SECTION 6 ·WEIGHT & BALANCE

Factory installed optional equipment is included in the licensed weight and balance data in Section 6 of the Basic Pilot's Operating Handbook.

SECTION 7 ·DESCRIPTION AND OPERATION

The auxlliary dry air pump system provides an independent back-up source of pneumatic power to operate the gyro flight instruments in the event the engine driven air pump fails.

The auxiliary pump is mounted on the forward side ofthe firewall and connects to the primary system at a manifold downstream of the vacuum regulator. Isolation of the primary and auxiliary systems from each other is accomplished by check valves on each side of the manifold. The primary system vacuum switch is located on the regulator and senses vacuum supplied to the gyros. located on the right side of the instrument panel near the vacuum suction gauge. The control switch operating modes are "push-for-on" and "push-foroff".

A control switch (labeled AUX VA C) for the auxiliary pump system is

The switch button incorporates two annunciator light sections labeled

V AC OFF and A UX ON. The V ACOFF section is controlled by a vacuum switch in the primary pneumatic system and illuminates an amber light when the engine driven pump is inoperative or when the system vacuum falls below the switch activiation level. The A UX ON section is controlled by a vacuum switch on the manifold and illuminates a blue light when the auxiliary pump is operating and creating a vacuum in the system. When the auxiliary pump is activated at high altitude, or if the system has developed air leaks, the A UX

ON light may fail to illuminate. This indicates that the system vacuum is still below the AUX ON switch activation level even though the auxiliary pump is operating. The annunicator lights do not incorporate a press-to-test feature, if the lights do not illuminate as expected, check for burned out lamps, replace with MS25237-330 bulbs and retest the system.

System electrical protection is provided by a 20 amp circuit breaker in the pump motor circuit and aS amp circuit breaker in the annunciator light circuit. The breakers are mounted on the circuit breaker panel.

REPORT: VB-1180

4 of 5 9 • 76

ISSUED: JULY 12, 1985

en c: rol

!=?

""' t""'

~ oc

- 1 0

PRIMARY SYSTEM vzzzzzzza AUXILIARY SYSTEM

....,.

3. AUX. ELECTRICALLY DRIVEN DRY AIR PUMP.

....,.

:;.::1

~ ~ 1 . ENGINE DRIVEN DRY AIR PUMP

2. MANIFOLD & CHECK VALVE ASSY.

4. PRESSURE SENSING SWITCH. u. u.

5. SYSTEM REi3ULATOR & PRESS. SENSING SWITCH

Sl. ~

6. VACUUM (SUCTION) GAUGE.

7. AlTITUDE GYRO.

8. DIRECTIONAL GYRO.

9. FILTER.

10. OVERBORAD VENT.

11. FIREWALL.

VACUUM SYSTEM SCHEMATIC en c:

~ t""'en

~rol

:::(')

M:j oc \C

0(')

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TABLE OF CONTENTS

SECTION 10

OPERATING TIPS

Paragraph

No.

Page

No.

10.1 General . . . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . 10-1

10.3 Operating Tips • . . . . . . . . . . . . • • . . . . . • . . . . . . . . . . . • . • . 10-1

REPORT: VB-1180 lO.i

PIPER AIRCRAFT CORPORATION

PA-28-!61; WARRIOR II

SECTION 10

OPERATING TIPS

SECTION 10

OPERATING TIPS

10.1 GENERAL

This section provides operating tips of particular value in the operation of the Warrior II.

10.3 OPERATING TIPS

(a) Learn to trim for takeoff so that only a very light back pressure on the control wheel is required to lift the airplane off the ground.

(b) The best speed for takeoff is about 55 KIAS under normal conditions. Trying to pull the airplane off the ground at too low .an airspeed decreases the controllability of the airplane in the event of engine failure.

(c) Flaps may be lowered at airspeeds up to 103 KIAS. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps. The flap step will not support weight if the flaps are in any extended position. The flaps must be placed in the "UP" position before they will lock and support weight on the step.

(d) Before attempting to reset any circuit breaker, allow a two to five minute cooling off period.

(e) Before starting the engine, check that all radio switches, light switches and the pi tot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged.

(f) Anti-collision lights should not be operating when flying through cloud, fog or haze, since the reflected light can produce spatial disorientation. Strobe lights should not be used in close proximity to the ground such as during taxiing, takeoff or landing.

ISSUED: AUGUST 13,

1981

REPORT: VB-1180

10-1

SECTION 10

OPERATING TIPS

PIPER AIRCRAFT CORPORATION

PA-28-161, WARRIOR I'

(g) The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid interference with the torque tube when moving the rudJc:r pedals or operating the toe brakes.

(h) In an effort to avoid accidents, pilots should obtain ~nd study the safety related information made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM and safety aids.

(i) Prolonged slips or skids which result in excess of 2000 ft. of altitude

Joss, or other radical or extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow interruption may occur when tank being used is not full.

(j) Hand starting of the engine is not recommended, however, should hand starting ofthe engine be required, only experienced personnel should attempt this procedure. The magneto selector should be placed to LEFT during the starting procedures to reduce the probability of "kick back." Place the ignition switch to BOTH position after the engine has started.

REPORT: VB-1180

10-2

ISSUED: AUGUST 13, 1982

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User questions

John D.

Do the flaps retract automatically when the lever is raised while the aircraft is on the ground?

There is no automatic retraction feature for the flaps when the lever is raised; they must be manually placed in the UP position.