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ARCHER II PA-28-181 PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL 28 - 8390087 AIRPLANE SERIAL NO._________________________ AIRPLANE REGIST. NO.______________________ OE-KBS PA-28-181 REPORT: VB-1120 FAA APPROVED BY: _________________________________ WARD EVANS D.O.A. NO. SO-1 DATE OF APPROVAL: PIPER AIRCRAFT CORPORATION JULY 2, 1979 VERO BEACH, FLORIDA FAA APPROVED I N 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. 21.04.2018 added AFMS Fuel STC 05.07.2018 added AFMS G5 Instrument 30.04.2019 added GNS430W Upgrade 30.04.2019 added AFMS GFC500 Autopilot 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 MUST BE PROPERLY INSERTED. Published by TECHNICAL PUBLICATIONS Piper Aircraft, Inc. Issued: July 2, 1979 © 1979–1986, 1988, 1990, 1993–1994, 1998, 2019 Piper Aircraft, Inc. All Rights Reserved REPORT: VB-1120 ii REVISED: APRIL 1, 2019 APPLICABILITY Application of this handbook is limited to the specific Piper PA-28-181 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. 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. J. Revisions we 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. 2. 3. Revision pages will replace only pages with the same page number. Insert all additional pages in proper numerical order within each section. Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page. Il. 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. REPORT: VB-1120 iii 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. ORIGINAL PAGES ISSUED The original pages issued for this handbook prior to revision are given below: Title, ii through vii, 1-1 through 1-21, 2-1 through 2-10, 3-1 through 3-15, 4-1 through 4-21, 5-1 through 5-29, 6-1 through 6-43, 7-1 through 7-24, 8-1 through 8-18, 9-f through 9-14, and 10-1 through 10-2. REPORT: iv VB-1120 PILOT’S OPERATING HANDBOOK LOG OF REVISIONS Current Revisions to the PA-28-181 Archer II Pilot’s Operating Handbook, REPORT: VB-1120 issued July 2, 1979. Revision Number and | Revised Code Rev. Pages 1 (PR800529) 1-3 2-3 2-4 2-10 3-3 3-10 4-8 4-1! 4-20 6-1 6-6 6-12 6-124 thru 6-12d 6-13 6-22 6-23 6-25 6-26 Description of Revision FAA Approval Signature and Date Revised para. 1.7 (c). Revised para. 2.7 (d) (8). Revised para. 2.9 (a). Added placards. Revised wording. Revised wording. Corrected spelling. Revised para 4.9. Revised wording. Revised Table of Contents. Revised Figure 6-5. Revised Figure 6-15. Added pages and added new info. Revised para. no. Added item 97 b. Added item 105. Relocated items to pg. 6-26; added new item 145. Relocated items to pg. 6-27; added new items 147, 149; re 6-27 6-28 numbered items. Relocated items to pg. 6-28; renumbered items. Relocated items to pg. 6-29b and pg. 6-29a. 6-29 6-29a 6-29b Relocated items to pg. 6-29a. Added new pg.; relocated items from pg. 6-29 and item 203 from pg. 6-28. Added new'‘pg. and new items 219, 227, 229. REPORT: VB-1120 v PILOT’S OPERATING HANDBOOK Revision Number and | Revised Code Pages Rev. 1 (cont) LOG OF REVISIONS (cont) Description of Revision 6-29c | Added new pg. and new items 231 thru 241. 6-29d } Added new pg. and new item 243; relocated and renum- bered items from pg. 6-30. 6-30 Relocated and renumbered 6-31 items from pg. 6-31. Relocated items from pg. 6-32; added new items 265 6-32 | 6-33 6-34 and 267. Relocated item from pg. 6-33; renumbered items. Relocated and renumbered items from pg. 6-34; added new item 285, Renumbered items; added new items 289, 291, 295. 6-35 Renumbered items; relocated item to pg. 6-36; added item from pg. 6-34. 6-36 Renumbered items; relocated item to pg. 6-37. 6-37 Renumbered items; relocated item to pg. 6-38. 6-38 6-39 6-41 6-42 | Renumbered items; relocated item from pg. 6-37. Renumbered items. Relocated item to pg. 6-42; added new item 429. Relocated item to pg. 6-43; renumbered items; added 7-20 | items 431 and 433. Added item from pg. 6-42. Added para. 7.39 to Table of Contents. Revised material. 7-24 Added para. 7.39. 6-43 | 7-i REPORT: VB-1120 VI FAA Approval Signature and Date PILOT’S OPERATING HANDBOOK Revision Number and | Revised Code Pages Rev. 1 (cont) 7-25 8-12 8-12a 8~12b 8-13 8-14 8-15 10-2 Rev. 2 (PR800822) LOG OF REVISIONS (cont) FAA Approval Signature and Date Description of Revision Added pg.; added new info. Revised para. 8.21 (a) (b). Added pg.; added new info. Added pg.; relocated mate- rial from pg. 8-12 and 8-13; added cautions and revised info. (c). Relocated info. to pg. 8-12; added info. from pg. 8-14. Relocated info. to pg. 8-13; added info. from pg. 8-15. Relocated info. to pg. 8-14. Added para. 10.3 (j). | ak Gano Ward Evans May 29, 1980 Added supplement 5 and 9-15 thru 9-18 pages Added supplement 5 (Century 21 Autopilot). (Jord Grane Ward Evans Aug. 22, 1980 Rev. 3 Title (PR810114) ii 2-3 2-4 3-4 Revised approval. Revised warning. Revised para. 2.7 (d) (6). Revised para. 2.9 (c). Changed para. 3.23 title, page nos. Changed alternator failure to electrical failures; add info., 3-7 3-8 moved info. to pg. 3-7. Relocated info. from pg. 3-6; moved info. to pg. 3-8. Relocated info. from pg. 3-7. REPORT: VB-1120 vi-a PILOT’S OPERATING HANDBOOK Revision Number and Code Revised Rev. 3 (cont) 3-13 LOG OF REVISIONS (cont) Description of Revision Pages 3-14 3-15 3-16 3-17 6-19 6-29a 6-31 6-33 6-34 6-35 Date Revised, retitled para. 3.23 with added info. Added para. 3.24; moved para. 3.25 and 3.27 to pg. 3-15, and para. 3.29 to pg. 3-16. Relocated para. 3.25 and 3.27 from pg. 3-14; moved para. 3.31 to pg. 3-16. New page, relocated para. 3.29 from pg. 3-14 and para. 3.31 from pg. 3-15. New page, added relocated info. Added item 61. Added item 204. Revised item 267. Added item 274; revised item 275; moved items 283 and 285 to pg. 6-34. Relocated items 283 and 285 from pg. 6-33; moved items 291 thru 295 to pg. 6-35. Relocated items 291 thru 295 from pg. 6-34; moved items 301 and 303 to pg. 6-36. 6-36 6-37 6-38 Relocated items 301 and 303 from pg. 6-35; moved item 309 to pg. 6-37. Relocated item 309 from pg. 6-36; moved items 317 and 319 to pg. 6-38. Relocated items 317 and 319 from pg. 6-37; moved item 6-39 327 to pg. 6-39. Relocated item 327 from pg. 6-38; moved items 333 thru 337 to pg. 6-40. REPORT: VB-1120 vi-b FAA Approval Signature and PILOT’S OPERATING HANDBOOK Revision Number and | Revised Code Pages Rev. 3 (cont) 6-40 6-41 6-42 6-43 LOG OF REVISIONS (cont) Description of Revision FAA Approval Signature and Date Relocated items 333 thru 337 from pg. 6-39; moved items 409 thru 417 to pg. 6-41. Relocated items 409 thru 417 from pg. 6-40; moved items 423 thru 429 to pg. 6-42. Relocated items 423 thru 429 from pg. 6-41; moved items 435 thru 441 to pg. 6-43. Relocated items 435 thru 441 from pg. 6-42; moved info. to pg. 6-44. New page; relocated info. from pg. 6-43. Revised para. 7.13. Revised para. 7.15. Revised figure 7-11. Cont. para. 7.15 revision. Cont. para. 7.15 revision. Revised para. 7.25. Added supplement 6. Retyped supplement 5. Added supplement 6 (Piper Control Wheel Clock) ' a Lend. Gama Ward Evans Jan. 14, 198] Rev. 4 (PR810625) Revised para. 1.13. Moved info. to pg. 5-2. Relocated info. from pg. 5-1; added Warning. Revised Figure 6-5. Revised item 21. REPORT: VB-1120 vi-c PILOT’S OPERATING HANDBOOK LOG OF REVISIONS Revision Number and | Revised Code Pages Rev. 4 (cont) (cont) AA Approval Description of Revision 6-21 Revised items 85 and 87; 6-22 moved item 95 to pg. 6-22. | Relocated item 95 from pg. 6-2]. 6-25 6-31 Revised item 137. Renumbered and moved item to pg. 6-31b. 6-3la_ |New page. Signature and Date 6-31b | Added items 268 and 269; relocated renumbered item from pg. 6-31. 6-33 Added item 276; moved item 281 to pg. 6-34. 6-34 Relocated item 281 from pg. 6-33. 6-35 6-42 Revised item 291. Revised items 427, 429 and 431; moved item 433 to pg. 6-43. Relocated revised item 433 6-43 Rev. 5 (PR811116) 6-44 7-7 from pg. 6-42. | Removed info. Revised para. 7.11. 7-10 Revised para. 7.15. 3-i,4-i | Revised Table of Contents. Revise Normal Procedure 4-4, checklist. 4-7, 4-8 4-|2 Relocated para. 4.13 info. to pg. 4-13; added Note; revised info. 4-13 Relocated Note to pg. 4-14; added para. 4.13 info. from pg. 4-12. 4-14 REPORT: VB-1120 vi-d Relocated para. 4.17 info. to pg. 4-15; added Note from pg. 4-13. Land Erama Ward Evans June 25, 1981 PILOT’S OPERATING Revision Number and Code Revised Pages Rev. 5 (cont) 4-15 4-16 HANDBOOK LOG OF REVISIONS (cont) Description of Revision FAA Approval Signature and Date Relocated para. 4.21 to pg. 4-16; added para. 4.17 info. from pg. 4-14. Relocated para. 4.23 and para. 4.25 to pg. 4-17; added para. 4.21 from pg. 4-15; added Note; revised info. 4-17 4-18 Relocated para. 4.27 info. to pg. 4-18; added para. 4.23 and para. 4.25 from pg. 4-16. Relocated para. 4.29 info. to pg. 4-19; relocated para. 4.31 to pg. 4-19 and pg. 4-20; added para. 4.27 info. from 4-19 pg. 4-17. Relocated info. to pg. 4-20; added para. 4.29 and para. 4.31 info. from pg. 4-18; revised para. 4.31. 4-20 Relocated para. 4.37 and para. 4.39 to pg. 4-21; added info. from pg. 4-18 and pg. 4-19, Relocated para. 4.41 to pg. 4-22; added para. 4.37 and para. 4.39 from pg. 4-20. Added pg.; added para. 4.41 from pg. 4-21. Revised Table of Contents. Revised para. 6.11. Relocated item 279 to pg. 6-34; renumbered old item 277; added new item 277. Relocated item 289 to pg. 6-35; added item 279 from pg. 6-33. REPORT: VB-1120 vi-e PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) FAA Approval Revision Number and Code Revised Pages Rev. 5 (cont) 6-35 Description of Revision Signature and Date Relocated items 297 and 299 to pg. 6-36; added items 289 from pg. 6-34. 6-36 6-37 6-38 Relocated item 307 to pg. 6-37; added items 297 and 299 from pg. 6-35. Relocated items 313 and 315 to pg. 6-38; added item 307 from pg. 6-36. Relocated item 325 to pg. 6-39; added items 313 and 315 from pg. 6-37. 6-39 Relocated item 329 to pg. 6-40 and renumbered item; relocated item 331 to pg. 6-40; revised item 328; added new item 329. 6-40 6-41 Relocated items 405 and 407 to pg. 6-41; added renumbered items 330 and 331 from pg. 6-39. Relocated items 419 and 421 to pg. 6-42; added revised item 405 from pg. 6-40; added item 407 from pg. 6-40. 6-42 Relocated item 431 to pg. 6-43; added items 419 and 421 from pg. 6-41. 6-43 6-44 7-20 9-18 9-19 REPORT: VB-1120 vi-f Relocated item 443 to pg. 6-44; added item 431 from pg. 6-42. Added item 443 from pg. 6-43; added new item 445. Revised info. Revised item (c) (4). Revised item (a). Lond Evene Ward Evans Nov. 16, 1981 PILOT’S OPERATING Revision Number and Code Revised Rev. 6 (PR820721) il I-i HANDBOOK LOG OF REVISIONS (cont) FAA Approval Signature and Date Description. of Revision Pages Revised handbook info. Removed para. 1.21 - con- version factor index. Added info. to para. 1.11. Revised para. 2.1. Added info. to para. 2.11. Corrected placard error. Expanded emerg. procedure index; moved info. to new pg. 3-ii. New pg.; relocated info. from pg. 3-1. Expanded index: normal procedure moved info. to new pg. 4ii. New pg.; relocated info. from pg. 4-i. Revised para. 4.1. Revised index pg. Revised fig. 6-5 info. Revised fig. 6-7 info. Added info. to fig. 6-9. Added info. to fig. 6-11. Revised para. 6.9. Revised para. 7.25. Revised para. 7.31; moved para. 7.33 info. to pg. 7-22. New pg.; relocated info. from pg. 7-21. Updated Supplement index pg. Revised Supplement 4 (pitch trim). REPORT: VB-1120 vi-g PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and | Revised Code Pages Rev. 6(cont) 9-21 thru 9-40 9-4] thru 9-66 Rev. 7 ]-12 (PR821115) thru 1-21 5-3 thru Description of Revision Added Signature and Date new Supplement 7. Added new Supplement 8. Deleted para. L) ond. rans Ward Evans July 21, 1982 1.21 and pages. . Revised para. 5.5. 5-7 7-12 7-13 Relocated info. from pg. 7-13. Moved info. to pg. 7-12, | added Caution. 8-2 Revised para. 8.3. 8-3 8-5 Revised para. 8.3 and 8.5, relocated info. from pg. 8-4. Moved revised para. 8.5 to pg. 8-3, relocated info. from pg. 8-5. Moved info. to pg. 8-4. Rev. 8 1-9 Deleted MEA. (PR830720) 1-12 Deleted pg. 1-12, para. 2-10 Moved fuel placards to 2-11 pg. 2-11. Added new page (GAMA placard). 6-9 8-2 8-3 Revised fig. 6-9. Revised para. 8.3. Revised para. 8.5. 8-4 9-67 | Added Supplement 9. REPORT: vi-h L ond Gone Ward Evans Nov. 15, 1982 1.21. i oad Exe thru Ward 9-70 July 20, 1983 VB-1120 Evans PILOT’S OPERATING HANDBOOK Revision . Number and| Code LOG OF REVISIONS (cont) Revised Pages Description of Revision vil 1-3 Revised Table of Contents. Revised para. 1.7. FAA Approval Signature and: Date va Rev. 9 (PR840629) 1-7, 1-8 2-3 3-1 4-4, 4-6 4-11 4-15 Revised item (b). Revised Revised Revised Revised Revised Revised Revised Revised Revised Revised para. 2.7. para. 3.1. procedures. para. 4.9. para. 4.19. Fig. 5-37. para. 6.1. para. 6.3. para. 6.5. item (b). Revised para. 7.7. Rev. 10 (PR850705) 7-8 7-10 7-14 7-21 8-12 10-1 10-1, 10-2 4-18 5-20 Revised para. 7.13. Revised para. 7.15. Revised para. 7.17. Revised para. 7.33. Revised para. 8.21. Revised Table of Contents. Changed Safety to Operating. Wark Grane Ward Evans June 29, 1984 Added info. to para. 4.27. Revised charts. thru 5-25 7-7 7-9 7-10 7-20 Revised para. 7.11. Relocated info. from pg. 7-10. Added info. to para. 7.15. Added info. to para. 7.25. Sept. 16, 1985 Rev. 1] (PR861020) f , 9-1 9-71 thru 9-76 Revised Table of Contents. Added Supplement 10. (Aux. Vac. System) is D.H. Trdmpler 12/3/56 Date REPORT: VB-1120 vi-i PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision - Number and | Code Rev. 12 (PR881215) FAA Approval. Revised Pages 8-1 8-2 8-3 8-12 9-4 9-9 Rev. 13 (PR900202) vi-j Description of Revisions Revised para. 8.1. Revised para. 8.1 and 8.3. Revised para. 8.3. Revised para. 8.19. Added Supplement 10 to T.0.C, Revised Section 3, para. (a). Signature and Date His drowg D.H.Trompler Jan. 10, 1989 Added Rev. 13 to Log of Revisions. Revised para. 1.19. 1-6 & 1-7 4-6 Revised para. 4.5. 5-4 Revised para. 5.5. 6-10 Revised fig. 6-11. 6-12b | Revised para. 6.9. 6-12c Added fig. 6-17 title. 7-24 Moved para. 7.39 to pg. 7-26. 7-25 Revised para. 7.37. Added Narco ELT 910 information. 7-26 8-12 8-12a 9-5 9-10 9-35 9-37 9-53 Added page. Relocated para. 7.39 from pg. 7-24, Revised para. 7.39. Revised para's. 8.19 & 8.21. Revised Fuel Grade Chart. Added Sec. 6 & 7. Revised Preflight (b)(1). Revised item 10. Revised item 4. Removed text. 9-61 Revised item 10. 9-54 | Revised item 13. REPORT: VB-1120 vi-j f id D. H .Trompler Mar. 26, 1990 PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Revised Description of Revisions Code Pages FAA Approved Signature and Date Rev. 14 vi-k Added log of revision page (PR930107) vi-l Added log of revision page 9-i Added Supplement 11 to T.O.C. 9-77 Added Supplement 11 Rev. 15 (PR940329) 7-i Revised T.O.C. 7-26 Relocated para. 7.39 from pg. 7-26 to page 7-27 7-26 Revised para. 7.37 added ELT info. 7-27 Added page. 7-28 Added Page. W. R. MOREU March 29, 1994 Rev. 16 (PR980402) vi-k Added Rev. 16 to L of R. 2-3 Revised Para. 2.7. 3-6 Revised Para. 3.3. 7-9 Revised Fig. 7-9. 7-10 Revised Para. 7.15. 9-75 Revised illustration. PETER E. PECK April 2, 1998 Rev. 17 (PR190401) ____________ Eric A. Wright April 1, 2019 ii vi-k 5-3 6-i 8-10 REVISED: APRIL 1, 2019 Updated copyright. Added Rev. 17 to L of R. Revised Para. 5.5. Revised Table of Contents. Revised Para. 8.15. W. R. MOREU Jan. 07, 1993 REPORT: VB-1120 vi-k PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Revised Description of Revisions Code Pages REPORT: VB-1120 vi-l FAA Approved Signature and Date PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code Revised Pages Description of Revisions FAA Approval Signature and Date 1 ‘-EPORT: VB-1120 WA OZII-GA ‘LUOAIY Sdll DNILVdsAdO OL NOILOAS 9 NOILOAS OGNV LHSOIFM Z NOILOAS SIWALSAS SLI GNV ANV1dui¥ SHL dO NOILVY3AdO GNV NOiLdIHDS3AG 8 NOILO3S JONVNALNIVA GNV ‘ONIIGNWH ANW1duY!V OINISIAYAS 6 NOILOAS SLNAWSAIddNS AJONVIVE v NOILOAS TWAWYON G NOILOAS ADNVAYOAYSAd S4AYNGAD0Yd saunaag0ud AONAS Y4AWgs € NOLLOAS L NOILO3S TWHYANAD Z NOILOAS SNOILLVLIATT SLNALNOO AO ATEVL TABLE OF CONTENTS SECTION 1 GENERAL fee fete eet eet mwWre Ge -_ et SOO] rr Propellers ve rma , Introduction 1.0... eee Engines 2.0... . cece eee On me Page . No. cee cece eee renee ene eee ccc cece ener eens va eeeees ..............00. eee ence ence eee eaee Ce Maximum Weights ..........-. 2c ccc eee eee eee ee Standard Airplane Weights ...........cccee eee eenes Baggage Space 0... ccc cece cece cece nett tne eeenes Specific Loadings .... 0... ccc ccc cece eee e ener eens Symbols, Abbreviations and Terminology............. Anti bp & bew ob Z ° Paragraph REPORT: VB-1120 1-i PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER 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 instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane 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 limitations, 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 flight. The “Emergency 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: JULY 2, 1979 REPORT: VB-1120 1-1 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION -PA-28-181, ARCHER II } 2’ 6.00" Wing Area (sq. ft.) 170.0 Min. Turning Radius (ft.) 30.0 (from pivot point to wingtip) a [fee THREE VIEW Figure 1-1 | REPORT: VB-1120 1-2 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II - 1.3 SECTION I GENERAL | ENGINES | (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number Lycoming. O-360-A4M or 0-360-A4A 180 (d) Takeoff Power - 5 Minute Limit (BHP) (e) Takeoff Engine Speed - 5 Minute Limit (RPM) 2700 178 ( Maximum Continuous Power (BHP) (g) Maximum Continuous Engine 2650 5.125 4.375 361.0 8.5:1 Speed (RPM) Bore (inches) Stroke (inches) 1) (i) G) Displacement (cubic inches) (k) Compression Ratio (I) Engine Type Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1.5 PROPELLERS (a) Number of Propellers (b) Propelier Manufacturer (c) Model (d) (e) Number of Blades Propeller Diameter (inches) (1) Maximum (2) Minimum Propeller Type (f) j Sensenich 76EM8S5-0-62 ; 2 76 76 Fixed Pitch 1.7 FUEL AVGAS (a) (b) (c) ONLY Fuel Capacity (U.S. gal.) (total) Usable Fuel (U.S. gal.) (total) Fue} (1) Minimum Octane (2) Alternate Fuel’ 50 48 100 Green or IOOLL Blue Aviation Grade Refer to latest issue of Lycoming Instruction No. 1070. ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 1-3 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 1.9 OIL (a) Oil Capacity (U.S. quarts) 8 (b) Oil Specification (c) Refer to latest issue of Lycoming Service Instruction 1014. Oil Viscosity per Average Ambient Temp. for Starting (1} Above 60°F (2) 30°F to 90°F (3) O°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 Multi S.A.E. 40 or 50 S.A.E. 40 S.A.E. 40 or 20 W-30 §.A.E. 20W-30 Normal Utility 1.11 MAXIMUM (a) Maximum WEIGHTS Ramp Weight (lbs.) (b) Maximum Takeoff Weight (Ibs.) (c) Maximum Landing Weight (Jbs.) (d) Maximum Weights in Baggage Compartment (lbs.) 1.13 STANDARD 2558 2138 2550 2550 2130 2130 200 0 AIRPLANE WEIGHTS Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. REPORT: VB-1120 1-4 ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II . 1.18 BAGGAGE SECTION 1 GENERAL SPACE (a) Compartment Volume (cubic feet) (b) Entry Width (inches) 24 22 (c) Entry Height (inches) 20 1.17 SPECIFIC LOADINGS (a) Wing Loading (Ibs. per sq. ft.) (b) Power Loading (Ibs. per hp) ISSUED: JULY 2, 1979 a 15.0 14.2 REPORT: VB-1120 1-5 SECTION i GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I 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.” GS Ground Speed is the speed of an airplane relative to the ground. IAS Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. KIAS Indicated Airspeed expressed in “Knots.” TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control wili not overstress the airplane. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps — in a prescribed extended position. REPORT: VB-1120 1-6 ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 . PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II VNE/MNE SECTION 1 GENERAL Never Exceed Speed or Mach Number is | the speed limit that may not be exceeded at any time. VNo Maximum Structural Cruising Speed is the| speed that should not be exceeded except in smooth air and then only with caution. Vs Stalling Speed or the minimum steady| flight speed at which the airplane is controllable. Vso Stalling Speed or the minimum steady| flight speed at which the airplane is controllable in the landing configuration. VX Best Angle-of-Climb Speed is the airspeed| which delivers the greatest gain of altitude in the shortest possible horizontal distance. Vy Best Rate-of-Climb Speed is the airspeed| which delivers the greatest gain-in altitude in the shortest possible time. (b) Meteorological Terminology ISA International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is 15° 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 -0.00198C (-0.003564°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects. ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 REPORT: VB-1120 1-7 SECTION 1! GENERAL Indicated Pressure Altitude Pressure Altitude PIPER The AIRCRAFT CORPORATION PA-28-181, ARCHER II number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). Altitude measured from standard sea-level pressure (29.92 in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Station Pressure Actual atmospheric elevation. pressure at field Wind 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. (c} (d) Power Terminology Takeoff Power Maximum Maximum Continuous Power Maximum power permissible continuously during flight. power permissible for takeoff. Engine Instruments EGT Gauge REPORT: 1-8 VB-1120 Exhaust Gas Temperature Gauge ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II (e) SECTION 1 GENERAL 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 The demonstrated crosswind velocity is the Crosswind Velocity (Demo. X-Wind) velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop Distance The distance required to accelerate an air- plane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. Route Segment A part of a route. Each end of that part is identified by: (1) 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 A location along the airplane fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. ISSUED: JULY 2, 1979 REVISED: JULY 20, 1983 REPORT: VB-1120 1-9 SECTION 1 GENERAL Moment PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 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.) Center of Gravity (C.G.) 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. C.G. Arm The arm obtained by adding the airplane’s individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with governmental regulations. Standard Empty Weight Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Basic Empty Weight Standard empty equipment. _ Payload Weight of occupants, cargo and baggage. Useful Load Difference weight between plus takeoff optional weight, or ramp weight is applicable, and basic empty weight. Maximum Ramp Weight REPORT: VB-1120 Maximum weight approved for ground maneuver, (It includes weight of start, taxi and run up fuel.) ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER H SECTION 1 GENERAL Takeoff Weight Maximum weight approved for the start of the takeoff run. Maximum Landing Weight Maximum weight approved for the landing touchdown. Maximum Zero Fuel Weight Maximum weight exclusive of usable fuel. ISSUED: JULY 2, 1979 REPORT: VB-1120 1-11 Maximum . TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 2.3 2.5 2.7 2.9 2.11 2.13 2.15 2.17 2.19 2.21 2.23 2.25 General 22... .. cee cece cece rec eeccenns cette teen ees Airspeed Limitations.............-..00. cu neveenceee Airspeed Indicator Markings............ ceeeeeeeeses Power Plant Limitations ............... cece eeeeaees Power Plant Instrument Markings ....... se eeeeeseens Weight Limits..........00.cc ccc ee cece c cee eeeeeaaes Center of Gravity Limits ............... ceeeeveecees Maneuver Limits .................0000- ee eeetenene Flight Load Factors ..........0cceeeees beet eee ences | Types of Operations ................00% cence eens Fuel Limitations .............cceeeeees sae eee reece Noise Level..... ccc cee ccceeeeeace .... s se eacenceces Placards.. cc cece ceu ..... cc ececsecnees . ceneeee veeee 2-1 2-1 2-2 2-3 2-4 2-4 2-5 2-6 2-6 2-6 2-6 . 27 = 28 REPORT: V3-1120 2-i PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER IT 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‘epera- i tion 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 this complete handbook. Limitations which require associated with those optional systems and equipment handbook supplements can be found in Section 9 -(Supplements). 2.3 AIRSPEED LIMITATIONS SPEED KIAS _KCAS 154 148 125 121 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. ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 REPORT? VB-1120 2-1 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SPEED KIAS KCAS Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. At 2550 Ibs. G.W. At 1634 lbs. G.W. 113 89 111 89 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. Maximum Flaps Extended Speed (VFE) Do not exceed this speed with the flaps extended. 102 100 2.5 AIRSPEED INDICATOR MARKINGS MARKING - Red Radial Line (Never Exceed) TAS 154 KTS Yellow Arc (Caution Range - Smooth Air Only) 125 KTS to 154 KTS Green Arc (Normal Operating Range) 55 KTS to 125 KTS White Arc (Flap Down) 49 KTS to 102 KTS REPORT: VB-1120 2-2 ISSUED JULY 2, 1979 ‘ 7 bs SECTION 2. LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER Il ( 2.7 POWER PLANT LIMITATIONS (a) (b) Number of Engines Engine Manufacturer (c) Engine Model No. t Lycoming Q-360-A4M or 0-360-A4A with carburetor setling 10-3878 (d) Engine Operating Limits (1) Takeoff Power - 5 Minute limit (BHP) 180 (2) Takeoff Engine Speed - 5 (3) 2700 Minute Limit (RPM) Maximum Continuous Power (BHP) 178 (4) Maximum Continuous Engine 2650 245°F Speed (RPM) (5) Maximum Oi! Temperature (6) (7) (8) Oil Pressure Minimum (red line) Maximum (red linc) Fuel Pressure Minimum (red line) Maximum (red line) . Fuel (AVGAS ONLY) 25 PSI 90 or 100 PSI 0.5 PSI 8 PSI (minimum grade) (9) 100 or LOOLL Aviation Grade Number of Propellers l (10) Propeller Manufacturer (11) Propeller Model Sensenich T6EMB8S5-0-62 (12) Propeller Diameter Minimum Maximum (13) Propeller Tolerance (static RPM 76 IN. TO IN. at maximum permissible throttle Not above 2340 k. setting, sea level, ISA) uA Not below 2240 RPM NOTE Refer to the airplane maintenance manual for test procedure to determine approved static rpm under non-standard conditions. ISSUED: JULY 2, 1979 REVISED: APRIL 2, 1998 REPORT: VB-1120 2-3 ALTATIONS ‘POWER (a) <* - .+ PA-28-181, ARCHER I PLANT INSTRUMENT MARKINGS Tachometer ,, Green Arc (Normal Operating Range) * Yellow Arc (5 Minute Limit) - 500 to 2650 RPM -. 2650 to 2700 RPM Red Line (Takeolf Power) 2700 RPM (b) Oil Temperature Green Arc (Normal Operating Rangc) (c) Oil Pressure Green Arc (Normal Operating Range) LO , owt 75° 10 245°F Red Line (Maximum) (d) 245°F Yellow Are (Caution Range) (Idle) Yellow Are (Ground Warm-Up) Red Line (Minimum) Red Line (Maximum) Fuel Pressure © Green Arc (Normal! Operating Range) Red Line (Minimum) oe Red Line (Maximum) : . | 60 PSI to 90 PSI 25 PSI to 60 _None or 90 PSI to 100 25 90 or 100 a - PSI PSI PSI PSI 0.5 PSI to 8 PSI 0.5 PSI . 8 PSI | WEIGHT LIMITS (a) Maximum Ramp (Ibs.) (b) Maximum Weight (Ibs.) (c) Maximum Baggage (Ibs.) . Normal Utility 2558 2138 2550: >>". 2130 200 0 NOTE Refer to Section 5 (Performance) for maximum weight as limited by performance. PORT: VB-1120 ~ - ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 2 LIMITATIONS 2.13 CENTER OF GRAVITY LIMITS (a) Normal Category Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 2550 2050 (and 88.6 82.0 93.0 93.0 less) (b) Utility Category Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 2130 2050 (and less) 83.0 82.0 93.0 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 tc insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. ISSUED: JULY 2, 1979 REPORT: VB-1120 2-5 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 2.145 MANEUVER LIMITS (a) Normal Category - All acrobatic maneuvers including spins prohibited. (b) Utility Category - Approved maneuvers for bank angles exceeding 60°. Steep Turns Lazy Eights Chandelles Entry Speed 113 KIAS 113 KITAS 113 KIAS 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) (b) Negative Load Factor (Maximum) Normal Utility 3.8 G 4.4G No inverted maneuvers approved 2.19 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135, (a) Day V.F.R. (b) Night V.F.R. (c) Day LF.R. (d) Night I.F.R. (e) Non Icing (©) Usable Fuel me an aa 5 ac (a) Total Capacity (b) Unusable Fue! The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical flight attitudes. NO 2.21 FUEL LIMITATIONS 48 U.S. GAL. The usable fuel in this airplane has been determined as 24.0 gallons in each wing. REPORT: VB-1120 2-6 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 2 LIMITATIONS 2.23 NOISE LEVEL The noise level of this aircraft is 73.9 d B(A). No determination has been made by the Federal Aviation Administration 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 not withstanding the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FAR 36 noise standards applicable to this type. ISSUED: JULY 2, 1979 REPORT: VB-1120 2-7 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 2.25 PLACARDS In full view of the pilot: “THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR UTILITY CATEGORY AIRPLANE IN COM-PLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARK-INGS 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 CHECK LIST Fuel on proper tank Electric fuel pump on Engine gauges checked Flaps - set Carb. heat off Mixture set Seat backs erect Fasten belts/ harness Trim tab - set Controls- free Door - latched Air Conditioner off _Primer locked LANDING Fuel on proper tank Mixture rich Electric fuel pump on CHECK LIST Flaps - set Fasten belts/ harness Air Conditioner off Seat backs erect The “AIR COND OFF” item in the above takeoff and landing check lists is mandatory for air conditioned aircraft only. REPORT: VB-1120 2-8 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I SECTION 2 LIMITATIONS 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 BAGGAGE OR AFT PASSENGERS ALLOWED. NORMAL CATEGORY OPERATION - SEE PILOT’S OPERATING HANDBOOK WEIGHT AND BALANCE SECTION FOR BAGGAGE AND AFT PASSENGER LIMITATIONS.” In full view of the pilot: “Va = 113 KIAS AT 2550# (SEE P.O.H.)” . “DEMO. X-WIND 17 KTS.” In full view of the pilot: “OIL COOLER WINTERIZATION PLATE TO BE REMOVED WHEN AMBIENT TEMPERATURE ExCEEDS 50°F.” ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 REPORT: VB-1120 2-9 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II In full view of the pilot: (1) (2) “UTILITY CATEGORY OPERATION ONLY.” NO AFT PASSENGERS ALLOWED. ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING: ENTRY SPINS PROHIBITED STEEP TURNS LAZY EIGHTS CHANDELLES SPEED — 113 KIAS 113 KIAS 113 KIAS In full view of the pilot: “WARNING — TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE.” On tachometer face: “AFTER ‘REPORT: 2-10 VB-1120 53 MIN: REDUCE POWER TO 2650 RPM.” ISSUED: JULY 2, 1979 REVISED: JULY 20, 1983 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 2 LIMITATIONS Adjacent to the fuel filler caps: FUEL - 100 or 100LL AVIATION GRADE. or FUEL - 100-130 AVIATION GRADE MIN. USABLE CAPACITY 24 GAL. USABLE CAPACITY TO BOTTOM OF NECK INDICATOR 17 GAL. FILLER Adjacent to the filler caps (serial numbers 28-8390036 and up): AVGAS ONLY ISSUED: JULY 20, 1983 REPORT: VB-1120 2-11 TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. 3.1 3.3 General 2... cece cece cece cece cece ec cnnccewussece Emergency Procedures Checklist .........-..0cee0ees Engine Fire During Start ...............00cceeeeue Engine Power Loss During Takeoff................ Engine Power Loss In Flight...........0.0ceeeeees Power Off Landing .......... 0... cc cee ccceeeeneee - Fire In Flight 2.0.0.0... 0.0... cece ecueecusacceuecees Loss of Oil Pressure ........ 0. cece nec ceeeceeees High Oil Temperature......... 0. ccc ccc cece eevee Electrical Failures ........... 0. cece cu ueceenceeecs Electrical Overload (Interlocked Battery and Alternator Switch)....... 0... cece ee eee eee eee Electrical Overload (Separate Battery and Alternator Switch)..... 02... . cc ccc eee e ccc ee eees Spin Recovery ........ cece cee c cece eee erent eees Open Door ..... ce ccc cece cece nec e ce esecesesccans 3.5 3.7 Carburetor Icing ............0cc cece vee ecuceeenes Engine Roughness ............002ecceeceevccceves Amplified Emergency Procedures (General) ........... Engine Fire During Start ..........-..000cencececees 3.11 3.13 3.15 Engine Power Loss In Flight.............0,00eceuues Power Off Landing ........... ccc cece cece cee ennees Fire In Flight .......... ccc cece cece nec cacceeeene 3.17 3.19 — Loss of Oil Pressure ........... cece cee eect cee eeees Loss of Fuel Pressure ....... Peewee eee eceseenes 3.21 3.23 High Oil Temperature............... cece cece eee eee —_ Electrical Failures ............. cece cececcccceeccues 3.9 Engine Power Loss During Takeoff................-- 3-7 3-7 3-8 3-8 3-8 3-9 3-9 3-9 3-10 3-11 3-11 3-12 3-13 3-13 3-13 REPORT: VB-1120 3-i TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph No. Page No. 3.24 3.25 3.27 3.29 3.31 3-14 3-15 3-15 3-16 3-16 —_ Electrical Overload ......... ccc cece eer e nc neeceeeee Spin Recovery ..........-c ees ecscceecerescreeccens Open Door............. den eee c cence cere eeecens Carburetor Icing ........ 1. cece cece cece eee eens Engine Roughness ...........:ec essence cece eeeceeves REPORT: VB-1120 3-ii PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-181, ARCHER II 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 the 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 provide 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 judgment 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 proficient in them. emergency ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 procedures periodically to remain REPORT: VB-1120 3-1 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION . PA-28-181, ARCHER II THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1120 3-2 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-181, ARCHER IT. EMERGENCY PROCEDURES 3.3 EMERGENCY PROCEDURES ENGINE FIRE DURING CHECK LIST START Starter oo... ccc cece eee e eee eect ne eececeeenenes crank engine MIXtUre .. 0. ccc ccc cc cece cc cece eee ee eseececennnsues idle cut-off Throttle 2.0... cece cece eee reece nese ee eeeeene open Electric fuel pump ....-... 2... cee cece cence cece ese e ne eseees OFF Fuel selector .. 1... cece ccc cc cece cee eee tn en ete ares eneenes 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 ........... cece ce cece eee c conor rene reese switch to tank containing fuel Electric fuel pump .......... cece cece cence cere eee eeeees check ON 1S BD a «a check RICH Carburetor heat 2.0... . cc cece cece eee reece sees eeeeees ON PLIMer 2... eee ee ee tence nee e cree eee eeeeeseene locked If power is not regained, proceed with power off landing. ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 REPORT: VB-1120 3-3 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II ENGINE POWER LOSS IN FLIGHT Fuel selector ..... 0. ccc ccc eee ee seeereeeeeeee switch to tank containing fuel Electric fuel pump ....... 22... ee cece cece cece cee cece eeteaeees ON MiXture 2.2... cece cece ccc cette ect eect teen eteeeseneees RICH Carburetor heat 0... 0... 0. cece cece cece tree ence eseesenertce ON Engine Zauges ........ cece eee cc cece eeeccssees check for indication of cause of power loss Primer wo. sec cee cece cece cece eee eenetcresue check locked If no fuel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel. When power is restored: Carburetor heat ....... cen eee e teen eee eee eee ee esenne OFF Electric fuel pump ....... 0... c cece e ees c cece eect ae en ennaee OFF If power is not restored prepare for power off landing. Trim for 76 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 66 KIAS for shortest landing. Touchdowns should normally be made at lowest possible airspeed with full flaps. When committed to landing: TQMition 2... eee cece cence eet e eect e eter eee eereceeees OFF Master switch ......... 0. ccc ccc een ccc eet aceeeteeeusuneneeses OFF Fuel selector 2.0.2... cece cee cece enn eet eteneneeenenseuee OFF Mixture 2.0... ccc cece cc ence cece eee eeeceesureenence idle cut-off ” Seat belt and harness.......... cece cece cece eee cence eaees tight REPORT: 3-4 VB-1120 ISSUED: JULY 2, 1979 mr. PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I wa _ SECTION 3. EMERGENCY PROCEDURES FIRE IN PLIGHT SOUICE OF FIC eee ee eeeseeeseeeseceeseseassessscsesccecccecacsevevevasssscececuecsessatenceeeeessess check Electrical fire (smoke in cabin): Master SWitCh.....cecccsecesceesseesesesssesssesensessssssscecocasscsvarsceascassvstevaveusecasaraanenenes OFF Land as soon as practicable. Engine fire: / Fuel SClOctor ...csccecceesesesssessesceveesssssessscssscseecseasevessessususceseeacesecsensseavavevscavavavass OFF THOUS oes eeeeestsescssscseeeesessstacenserssssessenesssessssesescseenseveversuesseeseeavaseess CLOSED MUXIUIE ooo ces cscs cseseeceseesescesseaeacssaesesesesesscevavecscerscecsvacsecsuaersuenateasacaees idie cut-off Electric fuel pump... cosescascrereeaataseseaceseseerasaeeenevecseenersasitsasece check OFF Heater and defroster... eecssccsesssseesssvecscssescersessussssssscscsesavesescseatesssavsessvanes OFF Proceed with power off landing procedure. wJSS OF OIL PRESSURE Land as soon as possible and investigate cause. Prepare for power off landing. LOSS OF FUEL PRESSURE Blectric fuel pump oo... cecceseessceccecsesesssseccssesevavsusscarersassavsarsssesseecsesecsesess -ON © Fuel selector oo... eecceceessceecereereeeeesssssscerseeseeese soceeeveevaseeseeccenaes cheek on fult tank’ ” HIGH OIL TEMPERATURE _ Land at nearest airport and investigate the problem. Prepare for power off landing. ISSUED: JULY 2, 1979 REPORT: VB-1120. SECTION 3 EMERGENCY PROCEDURES oo PIPER AIRCRAFT CORPORATION | ow PA-28-181, ARCHER IT ELECTRICAL FAILURES NOTE When opcrating 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: AMIMCICD.cececsecscesecccceeeevenesessenesesesecscarscsssaseveceesesavasatencs Check to verify inop. alt. ‘If ammeter shows zero: Reduce electrical loads to minimum: ALT circuit breakers... cccceccccsceedesseessosseces eeeeessaaceesessaseasssscevencess Check and reset | serantaeetsesessscoevsasausssccecsesssesescessessessesascoererauauestsgerseassuseaetenesassancassere as required ALT SWICH occ eeteseceesescenesssescscssesesesessssessevasasseansvensatatscavesesessatacsissesveneeses ON If power not restored: ALT SWHCHLo ce cecescsescesseesnesstesecseessesnssassssssersussestscaressssnesntesesaresusaucasessesseessee 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) FOR AIRPLANES WITH INTERLOCKED BAT AND ALT SWITCH OPERATION Electrical load woe. cccccessccscseccecessesessvssscacsesesssarscsesevevevsesssapseeseececesecececesecs Reduce If alternator loads are reduced: ALT SWICK. cece cccseeseunesssecsscsusersveceuseesussssnecssesssscsnscssestsceniecesensnuerssueeneesass OFF and as soon as practical. Battery is the only remaining source of power. Anticipate complete electrical failure. REPORT: VB-1120 36 0 mo ISSUED: JULY 2, 1979 REVISED: APRIL 2, 1998” PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-181, ARCHER II EMERGENCY PROCEDURES ELECTRICAL electrical load) OVERLOAD FOR AIRPLANES OPERATION WITH (Alternator over 20 amps above known SEPARATE BAT AND ALT SWITCH ALT switch ...... cece cece cece cece eeuscuccceteresens Laaeee ON BAT switch .......... cc cece cc cee cancceccccecurctcuncveececs OFF If alternator loads are reduced: Electrical load ...... 0.0 cc cc cece ccc ect neeteaees Reduce to Minimum Land as soon as practical. NOTE Due to increased system voltage and radio frequency noise, operation with ALT switch ON and BAT switch OFF should be made only when required by an electrical system failure. If alternator loads are not reduced: ALT switch 0... 0. ccc ccc cece cece cnc neceecceectucccuneasceens OFF BAT Switch ...... 2c cece cece eset cece cenecnurecnaces As required Land as soon as possible. Anticipate complete electrical failure. SPIN RECOVERY Throttle 2... ccc cece cece eee cece cee cure enreeuesecenenas idle Ailerons 2.2... 00. cece eee e ence cece cece enveneuccuucueeene neutral Rudder... .. ccc ccc ccc cece ee ee ree ecenseeees full opposite to direction of rotation Control wheel ........ cece cee cece cece cece ee ec cesses full forward Rudder... ccc ccc cece cece cece cet ee ees eeeeeunnees neutral (when rotation stops) Control wheel .. 2.0... ce cece ee eee tee eens as required to smoothly regain level flight altitude ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 REPORT: VB-1120 3-7 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II OPEN DOOR If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To close the door in flight: Slow airplane to 87 KIAS. Cabin vents ........ cece eee secre cececcecenceesaveneeneens close Storm window .......-..c cece cc cce ccc ccesscecncuctececeeees open If upper latch is open .... cc cece .... ucccecsccacc ... ereececnes latch If side latch is open ..... ccc ..... cece csaeceves pull on armrest while moving latch handle to Jatched position If both latches are open ..............ccccecuscecees latch side latch then top latch CARBURETOR ICING Carburetor heat 2.0... 0. cece cece cece cece cece enteccenccenees Mixture ...... 0... cece ec ee eee cece ON we eeeeeee adjust for maximum . Smoothness ENGINE ROUGHNESS Carburetor heat ........ ccc cece cece cece ccc eeeseracevcernees ON cece cece ccc cece crenevccecencecees OFF If roughness continues after one min: Carburetor heat 0.0.0.0... Mixture .... 0... cece cece ccc cece cv aceecceuners adjust for maximum smoothness Electric fuel pump ............ cc cece cece ec eee ccecececnerees ON Fuel selector 6.0.0... cece ecccccccuccccecsccrcuceccees switch tanks Engine gauges ...... 0.0. cece cece cece een seeecesucacecuseneus check Magneto switch ..........c cece sce e ccc caccccrcccceeveses L then R then BOTH If operation is satisfactory on either one, continue on that magneto at reduced power and full RICH mixture to first airport. Prepare for power off landing. REPORT: VB-1120 3-8 ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II EMERGENCY 3.5 AMPLIFIED EMERGENCY PROCEDURES SECTION 3 PROCEDURES (GENERAL) The following paragraphs 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 situation. 3.7 ENGINE FIRE DURING START Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valves should be OFF and the mixture at idle cut-off if an external fire extinguishing method is to be used. 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. If sufficient runway remains to complete a normal landing, land straight ahead. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn if necessary to avoid obstructions. Use of flaps depends on the circumstances, Normally, flaps should be fully extended for touchdown. ISSUED: JULY 2, 1979 REPORT: VB-1120 3-9 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to insure that it is ON and that the mixture is RICH. The carburetor heat should be ON and the primer checked to insure that it is locked. 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 Landing procedure (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 76 KIAS 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 to RICH 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 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. REPORT: VB-1120 3-10 ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER Ii EMERGENCY SECTION 3 PROCEDURES 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 require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list and Paragraph 3.13). 3.13 POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft for best gliding angle 76 KIAS (Air Cond. off) 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 66 KIAS with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdown should normally be made at the lowest possible airspeed. When committed to a landing, close the throttle control and shut OFF the master and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to OFF and move the mixture to idije cut-off. The seat belts and shoulder harness (if installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed. 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, character 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. ISSUED: JULY 2, 1979 REPORT: vou , SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II If an electrical fire is indicated (smoke in the cabin), the master switch should be turned OFF. The cabin vents should be opened and the cabin heat turned OFF. A landing should be made as soon as possible. If an engine fire is present, switch the fuel selector to OFF and close the throttle. The mixture should be at idle cut-off. Turn the electric fuel pump OFF. In all cases, the heater and defroster should be OFF. If radio communication is not required, select master switch OFF. Proceed with power off landing procedure. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment 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 ofa 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. REPORT: VB-1120 3-12 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II EMERGENCY SECTION 3 PROCEDURES 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. 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 soonas 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 Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, insure 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 “0” 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. ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 REPORT: VB-1120 3-13 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 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 joad. 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. For airplanes with interlocked BAT and ALT switch operation, when the electrical load cannot be reduced turn the ALT switch OFF and land as soon as practical. The battery is the only remaining source of electrical power. Also anticipate complete electrical failure. For airplanes with separate BAT and ALT switch operations, turn the BAT switch OFF and the ammeter should decrease. Turn the BAT switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the BAT switch OFF and land as soon as practical. 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 BAT switch OFF should be made only when required by an electrical failure. REPORT: VB-1120 3-14 ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II EMERGENCY SECTION 3 PROCEDURES 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 is double latched, so the chances of its 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. ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 REPORT: VB-1120 3-15 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II To close the door in flight, slow the airplane to 87 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 armrest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. 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 the 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. 3.31 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 carburetor 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 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 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. REPORT: VB-1120 3-16 ISSUED: JANUARY 14, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-181, ARCHER IE EMERGENCY PROCEDURES 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. When using carburetor heat, therefore, always use full heat, and when ice is removed control to the full cold position. ISSUED: JANUARY 14, 1981 return the REPORT: VB-1120 3-17 TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph Page No. No. 4.1 General nent e ec enaes 4-1 43 4.5 Airspeeds for Safe Operations .........0. cesses eeeeee Normal Procedures Checklist......... 0. -e ee eeeenees Preflight Check... ..... cc cece cece eee e etree er cees Before Starting Engine ............. eee ee ee eee Starting Engine When Cold ........... 2. cece eee eee Starting Engine When Hot.............. ee eee eee Starting Engine When Flooded ......... De eeeeeees 1... ccc ccc cece 4-1 4.3 4-3 4-4 4-4 4-5 4-5 Starting With External Power Source ............-. Warm-Up oo. cece n ccc cece cece nee ener enneceeees 4-5 4-6 Taxiing..........66- eee Ground Check cence nee nent ee teen eee enees ........ 0.0 c cece cece ee eee 4-6 eredes 4-6 Before Takeoff .......0. ccc ccc Takeoff ...... cece cece ec eee seeseeeieeres penne eects reenes 4-6 4-7 Climb 2.2... ccs cece eee eee vine e cence eeneeeeaee 4-8 reece ee en eee 48 1.0... -eeee cece cece eee eeennes Lance eevee 4-8 Approach and Landing............. eee eee ee eee Stopping Engine ......... cece cece cece eee eaees Parking 1.0... csc c eee eee eee en eee et eeeeees Amplified Normal Procedures (General) .............. Preflight Check... oc c cree cece ee cece eee eee ccnes Before Starting Engine ............ see eee e een e eens Starting Engine...... 0... ce ccc cece eee cece eens 4-8 4-9 4-9 4-10 4-10 4-12 4-12 4.15 Warm-Up eee eect ne nans 4-14 4.17 4.19 Taxiing......... Dek ne ae eee ene een cece eee ene Ground Check ............. [beeen eet ee ee eeeneees 4-14 4-15 4.21 Before Takeoff .... 0... nee eneee 4-16 4.23 Takeoff ..... 0 cece ccc ccc eee ec tenn nen tnnneees 4-17 CIUiSiNg 2... Descent 4.7 4.9 4.11 4.13 oo. c ccc cece tee ccc ccc ccc cee c cece cence een REPORT: VB-1120 4i TABLE OF CONTENTS (cont) SECTION 4 (cont) Page No. Paragraph No. 4.25 Climb co 4.27 4,29 4.31 Cruising 2... cece eee reece cece n nett ence eece Descent 2.0... cece cee ee eee e eee eee ceneaees Approach and Landing..............e sec eeeee ee rees 4.33 Stopping Engine........... eee 4.35 4.37 4.39 Parking wo. cece ccc e cece ewe eee tee e reece rece nene Stalls 2... cece ce cee ce een eee e nee e teeter ereccetee Turbulent Air Operation......,..... 2.2 0e eee cece noes 4.41 Weight and Balance REPORT: VB-1120 +i cee Ce ewer re cece eect e ete eee rene rere meee eee eee e eens ere menor nanenee 4-17 4-17 4-18 419 4-20 4-20 4-21 4-21 4-22 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section describes the recommended procedures for the conduct of normal operations for the Archer JI. All of the required (FAA regulations) procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented. ment Normal procedures associated with those optional systems and equipwhich 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 check list 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 lengthly explanations. The short form check list should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level. ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 . REPORT: VB-1120_ 4-1 SECTION 4 | NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Performance for a specific airplane may vary from published figures depending npon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique. (a) Best Rate of Climb Speed ..............00cecceeees 76 KIAS (b) Best Angle of Climb Speed ..............ccceecceee 64 KIAS (c) Turbulent Air Operating Speed (See Subsection 2.3)...... 0... ccc cceceecceccecceveee 113 KIAS (d) Maximum Flap Speed ............... cece eee eees 102 KIAS (ec) Landing Final Approach Speed (Flaps 40°).......... 66 KIAS (f{) Maximum Demonstrated Crosswind Velocity ..:...... 17 KTS REPORT: VB-1120 42 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 4 PROCEDURES * Ceerecesseceerenn — POneeanes es eencene eoreenerenes evaevseceseceees nanceee ooocers NORMAL WALK-AROUND Figure 4-1 4.5 NORMAL PROCEDURES PREFLIGHT CHECK CHECK LIST Control wheel 2.2.2... 0. ccc cece ec eee cence teen ee aenues release belts AVIONICS 00... ccc cee ecw eee eee eee w ccc cncuncesaseeeerees OFF Fuel quantity gauges 2.0... 0... ccc c cece ee cee cece erento neeeee check Master switch ...... 0... cece cece n cece eee renee eee eersercens OFF Ignition... 0... cece cece ence ene cece cence eee eenenecesseaes OFF EXterior .... cece cece cece eee eee eee eeenees check for-damage Control surfaces 2.2... 0... cece cece eee n eee check for interference free of ice, snow, frost Hinges... 2... cc ec ccc cee cece eee ee ceeeeees check for interference Fuel tanks ........... 000s eee wees bene eeeeeee beeeeees check supply visually - secure caps’ ISSUED: JULY 2, 1979 REPORT: VB-1120 430 SECTION 4 NORMAL PROCEDURES Fuel tank SUMDPS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 0... . cc cece eee e eee cee ee eens drain and check for water sediment and proper fuel Fue] Vents... cc cc ccc cece ecco cece eect tree ence eeneeee open Main gear struts ........ 0. cece eee eee eee proper inflation (4.50 in.) THreS 2c eect eee eee n eee eres eee baeeenee check Brake blocks 2.0.2.2... cece eee c cece cence cere e eee ene neces check Pitot head 2.2... . eee eee eee eee eee eee remove cover ~ holes clear Windshield 2.2... cece ccc cece cere een eee cree e ene eneneens clean Propeller and spinner... 2.2.0... cc cece cece cece cece een e ee ees . check Fuel and of]... 0... ccc c cece eee cece rece eee e ene .- check for leaks {071 dena cece eee eee e eee ccereens nee eeeee check level Dipstick 0... ccs c cece cece cette erence eee eee ee enee properly seated Cowling 2... cece cece cee eee ere cece ence ee ee etteseeee secure Inspection covers ..... eee eee w eee ee tee nee nee eee ener eteeeees secure Nose wheel tire .... 0.6. c cece cece rece tence econ eee cesceecae Check Nose gear strut ... 0... cece cece eee ee eee proper inflation (3.25 in.) Air inlets 0.0.0... eee cece e cere eee renee t cee en ee eneaneees clear | Alternator belt. .....++.-sssssseeereeseeeeeeeeeeee ests Check tension Tow bar and control locks 2.0... cc cece ccc cece ete eee e eens stow Baggage 0... cee e ee cc eee tcc e eee c ee aes stowed properly- secure Baggage door... 1... cee cece eee cece eee e cence close and secure Fuel strainer 2.0.0... eee cee e eee cen eeeenes drain and check for water sediment and proper fuel ‘Primary flight controls....... 2.2.2 eee rece e noes proper operation Cabin door... cece eee cece enn n eee eenes close and secure Required papers ......... 0... cece eee eee cece eect aeeeeene on board Seat belts and harness ....... 2.0... e cece ccc eee e neces fasten /adjustcheck inertia reel Brakes... . cece ccc ce cece erence nen een en een eetenseercees set Carburetor heat........ 0. cece cece cece cee ceeeeeereeces full COLD Fuel selector ........ vec Radios 2.0... ccc cece cn cece ce reece cece nnncaveueens c cece STARTING ENGINE WHEN desired tank cece cece eee e ence ence eeeees 1... OFF COLD Throttle oo... ccccceccecscccceecucececceeuuceeceeeeunees 1/4” open © :*. Master switch 2.0.0... cece cece cece cece ee eee eee eeeeees ON Electric fuel pump ........ cece eee cece cent e teen teeenne ON Mixture 2.2... ccc cee eee ec ee eter eee eeeesetees full RICH REPORT: 4-4 VB-1120 ISSUED: JULY 2, 1979 © REVISED: JUNE 29, 1984 © PIPER AIRCRAFT CORPORATION © PA-28-181, ARCHER Ii SECTION 4. NORMAL PROCEDURES Starter .......... 006. oben esc e ee raes sean ecerscescccrecesers engage Throttle .. cece cece cee eect eee teen eee e eee eeneees adjust. Of engine does not start within 10 sec. prime and repeat starting procedure. STARTING ENGINE WHEN HOT Throttle... ccc ec cece cece ene tee en re cererereeees 1/2” open Master switch ........ 2... e cece cece eee cece een n aera eennes ON Electric fuel pump .......... 20sec e cere renee ees eee eens sw eeeaee ON Mixture .........ecee eee eens beac eee anaeeeanee Levee een full RICH Starter oc cece ccc cece nee e cece eeecrereeeees Ven eceneeeecees engage Throttle 2.0... ccc cece eee cee e cece eee teens eene rene a. adjust’ Oil pressure... eee ccc e eee cece eee ne ee rneeennes check STARTING ENGINE WHEN Throttle .... FLOODED 00. c cece cece cece cette ee eee esse eenteeenes open full < Master switch ..........66- ence ee ceutsaceersceeerneeseees 1.2. ON , “Electric fuel pump ........... pen Mixture ...........-.Starter .............4. Coe eee oreracuaeccesracrnterce OFF cece c cence cee cece eeeecaceencen, idle cut-off e cee e ne een e eee eter e eet eeereeees engage Mixture 2.0.0... c cece cee e cece ence ete eee en ee eceene .....advance Throttle ....... enc Oil pressure... 6... nc cece reece se eeceeeeeeeeuaaee ve eaeen retard cece eee cece ence ener eter eeenees check STARTING WITH EXTERNAL POWER SOURCE™ Master switch . 0.05... cece cece ce cee eee ee eee e een neenaeen OFF All electrical equipment 1.00.03... ccc ccc cece cece eee eens ', OFF. Terminals... 2... sc eee ee ee cece eee teens len e tere neeeees connect External power plug ..........ceecceeeeerceev vee Proceed with norma! start Throttle .... cee cee cen e eee eees eee eeeee eee _ External power plug .........-ec cece cece Master switch ...... ccc cece ccc cn cre cecunerees Oil PLESSULTE . 6. eee eee eee ere eee e nent eee cener el ISSUED: JULY 2, 1979 REPORT: VB-1120_ | 45 _ : SECTION 4 _ °"_pyPeR AIRCRAFT CORPORATION NORMAL PROCEDURES, PAL28-181, ARCHERII “WARM RM-UP TIRTOHIG oases sceecseeeessncesseeeenunsossseseesuununssosesesesenesssosseeees 800 to 1200 RPM. : TAXIL NG Som CHOCKS...cccescssssesecsscssneessssusssssssssecsssssessesnesessssnsesssssbecesssveceesassscesstansessseases removed Taxi area clear Throttle «0.0... apply slowly BAKeS oo... ccecccssseesescaceccsseeeeecceuceesesenseveeavsenevcossesenssseonsensavssasensnecentesesusesese check SLOCTING «oe esesssencectserenenenceceseseneesstcesenterssessesesessaseesssearessersensnerees check GROUND CHECK Parking Drake........ssecsecsssssessseensesssnsseessessenesessssnsnessasaecnsssesenegcnnresessnieceeneeensegee set ‘Throttle .. . ; 2000 RPM — © MARCOS 0... ees ce s cs cs cs ec se ce se esc e sense s ; a | Vacuum... Sesveeee o Oil temp 0... ens oeasseerereceeseveaseses Oil pressure, : see wescenoane see Aix CONGILIONET.......cesesseeeseeees Annunciator panel............ max. drop 175 RPM - sovees max. diff. 50 RPM 0" Hg. +.1 check eveuee “Electric fuel pump.. «. check without engine ecssusteseueesneseensnessetesseeneensesens OFF .ic.sccssscececcsssseseebens Throttle check 7° seschbeeantesbeccsnagganecneveesneeee press-to-test Carburetor heat ...... Engine is warm for takeoff when throttle can be. opened faltering. © Fuel pressure echeck sessnceneseeee - csonlaccoseeccssnentecssequesesstesesees check asnennenesees Lescsovee Lvesetensaseenossoreceesatase retard BEFORE TAKEOFF . Master SWitCH ...sscsccessesenseeseceesesecoeseeneseesesousecenssesesnsnessarsasarseusssnseerateeeseceneaseas ON Flight instrument «21.00... eeccscscsee sence Fuel selector... Electric fel PUMP ...,..osseesesesseeecnee © " check sesccsssecenyecssauesiessessbieessusecssnscsennesessansseuee proper tank . ON EMBine PAUSES... .ssscscsesereescsesssseccsecssveussnseseneesscaesesuseessssseesnenenesess Lesneneaaee wawcheck Carburetor heat... cececssssescsecnecerescessnsncesuessseeneseessoesseneceenenasescaesteneesunsesnened OFF, © Seat DACKS ....eccssssssescesresscnssasecceceneeesenes sesosquecesseesessbarsusuesuenvasasses easesevneseesenees erect: “= Mixture .... seeseusessveesneeseuesesees “o PrUMeL a essessssseesessssnecesesssecesssssecesanssssssnsessssnscecesnnecessinecesesnecsesseens REPORT: VB-1120 4-6 seessneneees set} locked _ ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 _ PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I NORMAL SECTION.4 PROCEDURES Belts/ harness ...............000005 leee se ee ee eeae fasten / adjued sted» Empty seats ...... 00.cece 0.. eae . eaaee -+s.,Seat belts snugly fastened Flaps..... 0... cece cece c eee aeee Doors sae e ens eee cane vevecacveae fase vee cece cece ececacnces free tence ence cnr eesreevcas OF F TAKEOFF NORMAL Accelerate to 52 to 65 KIAS Control wheel ..........7 eee a 9) +) ceeeee back pressure to rotate to climb attitude ve eeeeeas sete eee eee 25° (second notch) Accelerate to 41 to-49 KIAS depending on aircraf t weight. seenee back pressure to rotate to climb attitude After breaking ground, accelerate to 45 to 54 KIAS depending on aircraft weight. Accelerate to best flaps up angle of climb speed - 64 KIAS, slowly retract ' the flaps and climb past the obstacle. Accelerate to best flaps up rate of climb speed - 76 KIAS. SOFT FIELD Flaps. .... ec eee e cence acces eee eee aes 25° (second notch) Accelerate to 41 to 49 KIAS depending on aircraf t weight, Control wheel ................00000.5.. seeeee back pressure to rotate - ain ae to climb attitude After breaking ground, accelerate to 45 to 54 KIAS depending on aircraft weight. Accelerate to best flaps up rate of climb speed % KIAS. Flaps... eee eee eee cece ce cuceee. beet deuce cnence retract slowly cs ISSUED: JULY 2,.41979 REVISED: NOVEMBER 16, 1981 REPORT: VB-1120 4-7 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION _ PA-28-181, ARCHER Hf CLIMB Best rate (flaps up) ....... cece cece e cece eevee cearecces - . 76 KIAS Best angle (flaps up)... 0.2... cece cece cece eee eee eees ...64 KIAS EM TOUtE oe eer cence enn eneseeeees 87 KIAS Electric fuel pump ......2... ...... cece eee eee OFF at desired altitude CRUISING Reference performance Normal max, POWer 0. . POWED occ ee cece MIXtULe charts and Avco-Lycoming Operator’s Manual. cece ec cee cece ce cence eee eececeeesees 75% cence teen cect eeetnaeeee set per power table 2.6 e cc eeee ence ence re encneeenaee adjust DESCENT NORMAL Throttle 6... eee eee FeO)2 MIXtULe 26. Carburetor heat........ eee cee ce cee eee cette eee enn neeeee 0... 2500 rpm 122 KIAS e eee e nee e eee eteeeenneees RICH eee eee eee eee eee ON if required OFF POWER Carburetor heat..... 66... e cece cece eee eee en eee ON if required Throttle 0... 0... cece eee cece cece tees eee eeeereeeenns closed Airspeed ............ pe eset e eee tsseucee as required MiXtUre 2... cece eee cece eee e nee e eee enereens as required POWEE 2. eee ec cece eee eee cee ee cece eeeeenenees APPROACH AND LANDING Fuel selector ..........2-..200005 be _ Seat backs verify with throttle every 30 seconds e cece e ence eee eeen proper tank 2... eecece e eee cece ee eeeeeeeee erect Belts/harness ..........0.... 2c cee eeeeee Leet ee ee eeeee fasten/ adjust Electric fuel pump MiXtUre 6... REPORT: VB-1120 4-8 .....-- 0... ccc cece cece e ence eee eeecceeeaes ccc eee ceene ence cece ne nennesersens ON set ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES cece ccs e cere e eee ee eee eteeeceresees set - 102 KIAS max Flaps... Air conditioner ....... ccs ccc ccee cece cc cecn ence eereenssseeeee OFF Trim to 75 KIAS. Final approach speed (flaps 40°) .......... 66 KIAS STOPPING ENGINE FlapS 2... cece cece cece ence cere ence eee esneeeneenneees retract Electric fuel pump ........ 002s cece cere eee e reer tee ereseteeces OFF a beeceees OFF c cece ceceececcecaes ..ccc ce cece Air conditioner ..... teeraee. OFF weeee eeereeesace tee ern cece ccc cee ce Radios .... ccc ccc Throttle oo... ccc ee ccc ee ce cece eee tree eee ee ceeeens lo... full aft Mixture ...... ccc ccecsccceeccsesceeees ac eceveraucees ... idle cut-off cs ccs e ccc cece nen e ence reece snteeeataeeeeas OFF . Magnetos...... Master SWitCh .... cc ccc cece cece eee cece reece eenceererectas OFF ' PARKING Parking brake. 22... ec eee eee e ener eee erect ene eeeneenetenes set Control wheel ...... cc. ccc cece ett eee eeereees secured with belts Flaps ...-. ccc cece eee cence cece et enc cee rece secareseentes full. up seeeees in place ceee erecnceeenenn Wheel chocks ......ccccecrcceeccc 2... ccc ccc ec ccc cece cece een e ee een tee ereenenaee | Tie downs ISSUED: JULY 2, 1979 secure REPORT: VB-1120 4-9 SECTION 4 NORMAL PROCEDURES 4.7 AMPLIFIED NORMAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER ff 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 The airplane should be given a thorough preflight and walk-around check. The preflight should include a check of the airplane’s operational status, computation of weight and C.G. limits, takeoff distance 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 aircraft. The flaps must be placed in the UP position before they will lock and support weight on the step. Upon entering the cockpit, release the seat belts securing the control wheel. Turn OFF all avionics equipment. Turn ON the master switch and check the fuel quantity gauges for sufficient fuel. After the fuel quantity check is made turn the master switch OFF and check that the ignition switch is OFF. To begin the exterior walk-around, check for external damage and operational interference of the control surfaces or hinges. Insure that the wings and control surfaces are free of snow, ice, frost or any other foreign materials. An operational check of the stall warning system should now be made. Turn the master switch ON. Lift the detector while checking to determine if the horn is actuated. The master switch should be returned to the OFF position after the check is complete. A visual check of the fuel tank quantity should be performed. Remove the filler cap from each tank and visually check the supply and color. Be sure to secure the caps properly after the check is complete. REPORT: VB-1120 4-10 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES The fuel system sumps and strainer should be drained daily prior to the first flight and after refueling. Check for proper fuel and the accumulation of contaminants such as water or sediment. Each fuel tank is equipped with an individual quick drain located at the lower inboard rear corner of the tank. The fuel strainer is equipped with a quick drain located on the front lower corner of the firewall. 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 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, and then discarded. CAUTION When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting the engine. Each quick drain should be checked after closing it to make sure it has closed completely and is not leaking. Check all of the fuel tank vents to make sure they are open. Next, complete a check of the landing gear. Check the main gear shock struts for proper inflation. There should be 4.50 inches of strut exposure under a normal static load. The nose gear should be checked for 3.25 inches of strut exposure. Check all tires for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage. Remove the cover from the pitot head on the underside of the left wing. Check the pitot head to make sure the holes are open and clear of obstructions. Don’t forget to clean and check the windshield. The propeller and spinner should be checked for defects or nicks. Lift the cowling and check for any obvious fuel or oi] leaks. Check the oil level. Make sure that the dipstick has properly seated after checking. Secure the cowling and check the inspection covers. Check the air inlets for foreign matter and the alternator belt for proper tension. ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 411 « SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Stow the tow bar and check the baggage for proper storage and security. The baggage compartment doors should be closed and secure. Upon entering the aircraft, ascertain that all primary flight controls operate properly. Close and secure the cabin door and check that all the required papers are in order and in the airplane. Fasten and adjust the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply on the strap. Fasten seat belts on empty seats. NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessi- bility to all controls, including fuel selector, flaps, trim, etc., while maintaining adequate restraint for the occupant. If the inertia installed, reel type shoulder harness is a pull test of its locking restraint feature should be performed. 4.11 BEFORE STARTING ENGINE Before starting the engine the brakes should be set ON and the carburetor heat lever moved to the full COLD 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 1/4 inch. Turn ON the master switch and the electric fuel pump. | 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. — REPORT: VB-1120 4-12 . ~ ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 ' PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES If the engine does not fire within five to ten seconds, disengage the starter, prime the engine and repeat the starting procedure. (0) Starting Engine When Hot Open the throttle approximately 1/2 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. (c) Starting Engine When Flooded 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. Proceed 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. ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 REPORT: VB-1120 4-13 SECTION 4 NORMAL PROCEDURES TF PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NOTE For all normal jumper cables, operations the master using the switch should PEP 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. 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, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure. 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. REPORT: VB-1120 4-14 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES 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 whenrunning up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller biades. 4.19 GROUND CHECK Set the parking brake. 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 . 2000 RPM. gauge; the indicator should read 5.0” + .1” Hg at , Check the annunciator panel lights with the press-to-test button. Also check the air conditioner. Carburetor heat should also be checked prior to takeff to be sure the contro] is operating properly and to clear any ice which may have formed during taxiing. Avoid prolonged ground operation with carburetor heat “ON” as the air is unfiltered. 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 temper- ature 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. ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 4-15 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 4.21 BEFORE TAKEOFF All aspects of each particular takeoff should be considered prior to executing the takeoff procedure. Turn ON the master switch and 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. The mixture should be set and the primer.checked to insure that it is locked. The seat belts and shoulder harness should be fastened and adjusted. Fasten the seat belts snugly around the empty seats. NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessibility to all controls, including fuel selector, flaps, trim, etc., while maintaining adequate restraint for the occupant. If the inertia reel type shoulder harness is installed, a pull test of its locking restraint feature should be performed. 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. REPORT: VB-1120 4-16 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL ' SECTION 4 PROCEDURES 4.23 TAKEOFF The normal takeoff technique is conventional for the Archer II. 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 48 to 53 KIAS depending on the weight of the aircraft and ease back on the control wheel to rotate to climb attitude. The procedure used for a short field takeoff with an obstacle clearance or a soft field takeoff differs slightly from the normal technique. The flaps should be lowered to 25° (second notch). Allow the aircraft to accelerate to 41 to 49 KIAS depending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 45 to 54 KIAS, depending on aircraft weight. Continue to climb while accelerating to the flaps-up rate of climb speed, 76 KIAS if no obstacle is present or 64 KIAS if obstacle clearance is a consideration. Slowly retract the flaps while climbing out. 4.25 CLIMB The best rate of climb at gross weight will be obtained at 76 KIAS. The best angle of climb may be obtained at 64 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 speed of the Archer II is determined by many factors, including power setting, altitude, temperature, loading and equipment installed in the airplane. The normal maximum cruising power is 75% of the rated horsepower of the engine. Airspeeds which may be obtained at various altitudes and power settings can Section 5. be determined ISSUED: JULY 2, 1979 REVISED: NOVEMBER from 16, 1981 the performance graphs provided by REPORT: VB-1120 4-17 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture should be leaned during cruising operation above 5000 ft. altitude and at pilot’s discretion at lower altitudes when 75% power or less is being used. If any doubt exists asto the amount of power being used, the mixture should be in the full RICH position for all operations under 5000 feet. To lean the mixture, disengage the lock and pull the mixture control until the engine becomes rough, indicating that the lean mixture limit has been reached in the leaner cylinders. Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth. If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. Best economy mixture is obtained by moving the mixture control aft until peak EGT is reached. Best power mixture is obtained by leaning to peak EGT and then enrichening until the EGT is 100°F. rich of the peak value. Under some conditions of altitude and throttle position, the engine may exhibit roughness before peak EGT is reached. If this occurs, the EGT corresponding to the onset of engine roughness should be used as the peak reference value. 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 achieve the performance on Figure 5-29 the power on descent must be used. The throttle should be set for 2500 RPM, mixture full rich and maintain an airspeed of 122 KIAS. In case carburetor ice is encountered apply full carburetor heat. REPORT: VB-1120 4-18 ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II POWER NORMAL SECTION 4 PROCEDURES 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 unless carburetor icing conditions are suspected. 4.31 APPROACH AND LANDING . i Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The seat belts and shoulder harness should be fastened and adjusted and the inertia reel checked. NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessibility to all controls, including fuel selector, flaps, trim, etc., while maintaining adequate restraint for the occupant. If the inertia reel type shoulder harness is. installed, a pull test of its locking restraint feature should be performed. Turn ON the electric fuel pump and turn OFF the air conditioner. The mixture should be set in the full RICH position. The airplane should be trimmed to an initial approach speed of about 75 KIAS with a final approach speed of 66 KIAS with flaps extended. The flaps can be lowered at speeds up to 102 KIAS, if desired. The mixture contro! 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. ISSUED: JULY 2, 1979 REVISED: NOVEMBER REPORT: 16, 1981 VB-1120 4-19 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II The amount of flap used during landings and the speed of the aircraftat 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 approac h 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. 4.33 STOPPING ENGINE At the pilot’s discretion, the flaps should be raised and the electric fuel pump turned OFF. NOTE The flaps must be placed in the UP position for the flap step to support weight. should be cautioned accordingly. Passengers 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. 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. REPORT: 4-20 VB-1120 REVISED: ISSUED: JULY 2, 1979 NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NORMAL SECTION 4 PROCEDURES 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. 4.37 STALLS” The stall characteristics of the Archer I] are conventional. An approaching stall is indicated by a stall warning horn which is activated between five and ten knots above stall speed. Mild airframe buffeting and gentle pitching may also precede the stall. The gross weight stalling speed of the Archer II with power off and full flaps is 49 KIAS. With the flaps up this speed is increased 6 KTS. Loss of altitude during stalls varies from 100 to 350 feet, depending on configuration and power. NOTE The stall warning system is inoperative with the master switch OFF. During preflight, 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 occur as a result of the turbulence or of distractions caused by the conditions. (See Subsection ° 2.3) ISSUED: JULY 2, 1979 REVISED: NOVEMBER 16, 1981 REPORT: VB-1120 4-21 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER Ii 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). | REPORT: VB-1120 4-22 ISSUED: NOVEMBER 16, 1981 TABLE OF CONTENTS SECTION 5 PERFORMANCE Paragraph Zz ° Page No. nnn sb W General ........ SA ec e nese rereasneeeeesereseveres Introduction to Performance and Flight Planning...... Flight Planning Example ...............0cceeceeeoes Performance Graphs .........0c2eceseecescceceucen List of Figures eee ncn o cence ene n nea eacensanes 5-1 5-1 5-3 5-9 5-9 REPORT: VB-1120 §-i PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE 5,1 GENERAL All of the required (FAA regulations) and complementary performance information applicable to the Archer JI is provided by this section. Performance information associated with those optional systems and equipment which require handbook supplements is provided by Section 9 (Supplements). 5.3 INTRODUCTION PLANNING TO PERFORMANCE AND FLIGHT 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 procedures 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: JULY 2, 1979 REVISED: JUNE 25, 1981 ' REPORT: VB-1120 5-1 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER 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-1120 5-2 ISSUED: JULY 2, 1979 REVISED JUNE 25, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 5 PERFORMANCE 5.5 FLIGHT PLANNING EXAMPLE (a) Aircraft Loading The first step in planning the flight is to calculate the airplane weight and center of gravity by utilizing the information provided by Section 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 effecting 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 have been determined for consideration in 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)(1)]. (1) Empty Weight (2) Occupants (2 x 170 lbs.) (3) Baggage and Cargo (4) Fuel (6 lb./gal. x 48) (5) Takeoff Weight (6) Landing Weight (a)(5) minus (g)(1), (2400 lbs. minus 129 lbs.) 1412 lbs. 340 lbs. 360 lbs. 288 lbs. 2400 lbs. 2271 lbs. The takeoff weight is below the maximum of 2550 lbs. and the weight and balance calculations have determined that the C.G. position is within the approved limits. ISSUED: JULY 2, 1979 REVISED: APRIL 1, 2019 REPORT: VB-1120 5-3 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II (b) Takeoff and Landing After determining the aircraft loading, all aspects of takeoff and landing must be considered. Conditions of 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 (Figure 5-7 or 5-9) to determine the length of runway necessary for the takeoff and/or the barrier distance. 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. (1) Pressure Altitude (2) Temperature (3) Wind Component (Headwind) (4) Runway Length Available (5) Runway Required Departure Airport Destination Airport 2000 ft. 21°C 10 KTS 7000 ft. 950 ft.* 2300 ft. 21°C 5 KTS 4500 ft. 825 ft.** NOTE The remainder of the performance charts used in this flight plan 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 5-13 **reference Figure 5-37 REPORT: VB-1120 5-4 ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II (c) SECTION 5 PERFORMANCE Climb 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 Time, Distance and Fuel to Climb graph (Figure 5-17). After the time, distance and fuel for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to the graph (Figure 5-17). 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, distance and time components for the climb segment of the flight plan corrected for field pressure altitude and temperature. The following values were determined from the above instruc- tions in the flight planning example. (1) Cruise Pressure Altitude (2) Cruise OAT (3) Time to Climb (11.5 min. minus 3 min.) (4) (5) (d) Distance to Climb (16 minus 4.5 naut. miles) Fuel to Climb ( 2 gal. minus | gal.) 6000 ft. 13°C 8.5 min.* 11.5 naut. miles* : 1 gal.* 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 altitude and OAT, determine the basic time, distance and fuel 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 time, distance and fuel *reference Figure 5-17 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 15, 1982 REPORT: VB-1120 5-5 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-18], ARCHER 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 time, distance and fuel 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. (1) Time to Descend (16 min. minus 7.5 min.) (2) Distance to Descend (35 minus 14.5 naut. miles) (3) Fuel to Descend (2 gal. minus (e) 1 gal.) 8.5 min.* 20.5 naut. miles* 1 -gal.* 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 temperature values and the selected cruise power should now be utilized to determine the true airspeed from the appropriate Speed Power graph (Figure 5-21 or 5-23). Calculate the cruise fuel flow 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 flow by the cruise time. The cruise calculations established for the cruise segment of the flight planning example are as follows: (1) Total Distance 314 naut. miles (2) Cruise Distance {e)(1) minus (c)(4) minus (d)(2), (314 minus 11.5 minus 20.5) 282 naut. miles *reference Figure 5-3] REPORT: 5-6 VB-1120 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 15, 1982 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 5 PERFORMANCE (3) Cruise Power 65% rated power (4) Cruise Speed 110 KTS TAS* (5) (6) Cruise Cruise (e)(2) miles (7) Cruise Fuel Fuel Consumption Time divided by (e)(4), (282 naut. divided by 110 KTS) 7.6 GPH- 2.56 hrs. (e)(5) multiplied by (e)(6), (7.6 GPH multiplied by 2.56 hrs.) (f) 19.5 gal. 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 the flight planning example. (1) Total Flight Time (c)(3) plus (d)(1) plus (€)(6), (.14 hrs. plus .14 hrs. plus 2.56 hrs.) (g) 2.84 hrs. Total Fuel Required Determine the total fuel required by adding the fuel to ciimb, the fuel to descend and the cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 61b./ gal. to determine the total fuel weight used for the flight. The total fuel calculations for the example flight plan are shown below. (1) Total Fuel Required (c)(5) plus (d)(3) plus (e){7), (1 gal. plus | gal. plus 19.5 gal.) (21.5 gal. multiplied by 6 1b./ gal.) 21.5 gal. 129 lbs. *reference Figure 5-23 ISSUED: JULY 2, 1979 REVISED: NOVEMBER REPORT: 15, 1982 VB-1120 5-7 SECTION 5 PERFORMANCE THIS PAGE REPORT: VB-1120 5-8 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II INTENTIONALLY LEFT BLANK ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 5.7 PERFORMANCE SECTION 5 PERFORMANCE GRAPHS LIST OF FIGURES Figure No. 5-1 5-3 5-5 5-7 5-9 Temperature Conversion .............. Airspeed System Calibration........... Stall Speeds .......0. cc eee e eee ee eee Flaps Up Takeoff Performance......... 25° Flaps Takeoff Performance ........ 5-11 5-13. Flaps Up Takeoff Ground Roll......... 25° Flaps Takeoff Ground Roll ........ 5-15 5-17. 5-19 §-21 5-23 5-25 $-27 Climb Performance ............000000: Time, Distance and Fuel to Climb...... Engine Performance .............-.00Speed Power - Performance Cruise ..... Speed Power - Economy Cruise ........ Best Power Mixture Range ............ Best Economy Mixture Range ......... 5-29 5-31 Endurance. ........cseeccesssncceess Time, Distance and Fuel to Descend.... §-33 5-35 Glide Range .. 0... cca cece cece eceee Landing Performance ..............46. 5-37. Landing Ground ISSUED: JULY 2, 1979 Roll................. REPORT: VB-1120 5-9 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1120 5-10 ISSUED: JULY 2, 1979 Ths OUII-GA ‘LUOday 6L6E ‘Z AINL :GANSSI I-g ansty NOISUFANO)D TAALVAAd NAL Or- OvO€- oe- Oz- OLOz- oO OL OL02 S$Agu94qd oe $33yH93GC snisia9.—is® LISHNaYHV4 Ov OL 0S 09 oz OL os O€ 06 Or OOL FONVNAOANAd Il WAH § NOLLDAS NOILVYOdaO) ‘I8I-87-Vd LIVAOAIV Wadd SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I PA-28-181 AIRSPEED SYSTEM CALIBRATION 2550 LBS. GROSS WEIGHT 150 140 CALIBRATED AIRSPEED — KNOTS 130 120 410 100 30 80 70 60 50 40 40 50 60 70 8060 90 100 110 120 130 140 150 160 170 KIAS — NO INSTRUMENT ERROR AIRSPEED SYSTEM CALIBRATION Figure 5-3 REPORT: VB-1120 §-12 ISSUED: JULY 2, 1979 €I-S 6L61 ‘% ATAL *GANSSI OTII-GA ‘-LUOdAA "INDICATED mn 24 AIRSPEED, 26 me : i! 20 , 26 CELTEL wean ratty] a es ERROR WEIGHT — 100 LBS. 18 NO INDICATOR 22 4 Stall speed: 48 knots (*indicated airspeed) Flap position: 25° Gross weight: 2300 Ibs. Angle of bank: 20° Example: ET retbres= 24 #22 --<~ 20 18 40° FLAPS GR. WT. 2550 LBS. - POWER OFF 0° FLAPS + -—=— —-c— 25° FLAPS PA-28-181 ALL SPEEDS ANGLE oO 40 OF BANK — DEGREES 20 60 40 46 50 65 60 65 790 76 80 85 90 — G33dS TIVLS SLON Fl un Zo Oz <3: > 3 Ls! < a=] Bs = wn i x oo > > w QO -_ >vw la} LAIVAOUIV AAdId NOILVYOdNOD S-¢ ain3t4 SdaadS TIVLS 15 knots (headwind) REPORT: VB-1120 5-14 -30 -20 -10 Go 10 20 86306 2500 RELEASE RUNWAY BRAKE — LBS. Q 5 10 16 WIND — KNOTS 2000 1500 2500 3060 3500 4000 4500 JAOINVL WEIGHT 2400 2300 2200 2100 DRY PERFORMANCE JONVLSIO AIR TEMP. — °C PAVED, BEFORE TAKEOFF | FULL THROTTLE 14 0S H3AO OUTSIDE ft. 0° FLAPS 1333 — YalyyVvd -40 Gross weight: 2400 ibs. Takeoff distance: 1900 ft. Wind: : airport pressure altitude: 2000 Temperature: 21°C Departure Example: PA-28-181 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II FLAPS UP TAKEOFF PERFORMANCE Figure 5-7 ISSUED: JULY 2, 1979 6L61 ‘T AINE *GANSSI ST-S OTIT-HA *-LUOdTa 21°C Takeoff Wind: -40 -20 -10 0 10 OUTSIDE AIR TEMP. — °C -30 1860 ft, 8 knots (headwind) Gross weight: 2400 ibs. Temperature: Example: Departure airport pressure altitude: 2000 ft. 20 30 WEIGHT 2500 2400 2300 FULL THROTTLE BEFORE BRAKE RELEASE PAVED, LEVEL, DRY RUNWAY — LBS. 2200 PA-28-181 25° FLAPS TAKEOFF PERFORMANCE 2100 . WIND o 5 15 — KNOTS 10 1000 1200 7400 1600 1800 2000 2200 2400 2600 2800 3000 3200 34600 DISTANCE OVER 50 FT. BARRIER — FEET TAKEOFF Il WAHDAV “‘T8T-87-Vd NOILVAOdAOD LIVAOAIV Widld FONVAAOARAd § NOLLOAS 6°S AINSI DONVANOAMAd AAOINVL SAVIA SZ REPORT: VB-1120 5-16 -30 FLAPS UP TAKEOFF GROUND Figure 5-11 -10 0 10 20 OUTSIDE AIR TEMP. — °C -20 Example: Departure airport pressure altitude: 2000 ft. Temperature: 21°C Gross weight: 2400 ibs. Wind: 8 knots (headwind) Takeoff roll: 1100 ft. 30 WEIGHT — LBS. 2400 2300 Oo 10 15 WIND— KNOTS 5 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 1434 — T110Y¥ GNNOYD -40 F PA-28-181 LL THROTTLE BEFORE BRAKE RELEAS PAVED, LEVEL, DRY RUNWA U SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 340aNVL ROLL ISSUED: JULY 2, 1979 6L6E ‘7 ATONE :AANSSI LIS OTIT-HA ‘LUOdTa SZ AAOAAVIL SdVTA T1IOU GNNOAD -20 -10 O 10 «20 OUTSIDE AIR TEMP, — °C -30 30 / Lo FULL THROTTLE VED Example: Departure airport pressure altitude: 2000 ft, Temperature: 21°C Gross weight: 2400 Ibs. _ Wind: 10 knots (headwind} Takeoff ground roll: 950 ft. ~40 PA-2 2600 BEFORE FLAPS TAKEOFF ROLL WEIGHT — LBS. 2200 2100 2000 RELEASE GROUND BRAKE - WIND Oo 5 16 — KNOTS 10 400 600 600 1000 1200 1400 1600 1800 2000 2200 2400 ROLL — FEET GROUND TAKEOFF 5° Il WAHIAV ‘ISI-87-Vd €I-¢ omndiy NOILVUOdaO)D LAVAIUIV WAdld FONVANROANAd § NOILOdS REPORT: VB-1120 £18 -40 -30 Rate of climb: OAT: -1°C — © 10 20 Y OUTSIDE AIR TEMP, — °C -10 F.P.M. -20 620 Climb pressure altitude: 3600 ft. Example: 30 KY», : oO 200 PA-28-181 600 800 ‘RATE OF CLIMB — F.P.M. 400 MIXTURE LEANED 100°F OF PEAK EGT SERVICE CEILING — 13,650 FT. — 15,750 FT. THROTTLE, FLAPS UP, 76 KIAS LBS. GROSS WEIGHT 2550 1000 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II CLIMB PERFORMANCE Figure 5-15 ISSUED: JULY 2, 1979 OUTSIDE AIR TEMP. — °c TIME, DISTANCE ND FUEL TO CLIMB LEANED 100°F PEAK . : airport temperature: 21°C AND FUEL TO CLIMB - 11.5. nauti ites. Fuel to climb: 2 minus 1 20 30 40 50 Distance to climb: 16.0 miles minus 4.5 miles = Cruise pressure altitude: 6000 ft. Cruise OAT: 13°C Time to climb: 11.5 min. minus 3 min. = 8.5 min. Departure Departure airport pressure altitude: 2000 ft. Example: CLIMB AT 76 KIAS ANDO FULL THROTTLE 2550 LBS. GROSS WEIGHT THIS CHART INCLUDES FUEL ALLOW. FOR START, TAXI AND TAKEOFF. TIME, DISTANCE PA-28-181 FONVANOTWA 6L61 *% AION :CANSs] 6I-S OCTI-GA *-LHOdAa I WHHOAV ‘I8I-87-Vd NOILVEOdYOD LAVAOUIV Addld § NOLLDAS QAIIO OL Tana GNV FONVISIG “AW LI-§ oinsty | REPORT 5-20 . > Percent power: VB-1120 OUTSIDE AIR TEMP. — °C Engine RPM: 2450 RPM 65% Cruise pressure altitude: 5500 ft.‘ Cruise OAT: 4°C ENGINE SPEED — RPM POWER % POWER ECONOMY FUEL FLOW GALLONS PER HOUR BEST POWER MIXTURE LEANED TO 100° F RICH OF PEAK PA-28-181 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I ENGINE PERFORMANCE Figure 5-19 ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 Tes OZLI-GA ‘LUOdAY S86E ‘S ATOL ‘GASIAIN 6L61 ‘ZT AINE :GANSSI [Z-S an3iy ASINUD JONVANNOANAd - WIMOd GAIdS OPOb O@OL0 OL Do — “dWAL HIV ADGISLNG oz . oF OOL L8L-8¢-Vd — za ca mo 2 a nw uv ne a3 j x 5 ae Seogs cc 3 2 28385 2888 —_ c 4398 olo4 a e2arw 2a = oO ze ohda Ss Cc ESS Ro on qo go oS FONVANOANad § NOILOAS Il WAHOAV NOILVYOdaOD ¢ T8I-8l-Vd LIVAOUIV WAdid 13°C SPEED REPORT: VB-1120 | 5-22 40 POWER - ECONOMY Figure 5-23 -20 OUTSIDE -30 Power setting: 65% - True airspeed: 116 Cruise OAT: 0 AIR TEMP. -10 — °C 10 20 wy SPEED eeruise pressure altitude: 6000 ft. 30 1 8 1 30 8 KTS. FAIRINGS INST, IF : REMOVED 100 TRUE ECONOMY ECONOMY MIXTUR E LEANED TO PEAK - PA-28POWER AIRSPEED 110 CRUISE *3 <)> S g — KNOTS 120 & 2, 130 140 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II CRUISE ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 G@-S 9INdTy JONVY AANLXIA AWIMOd LSI S86r “S ATNL ‘GASIATA 6L61 “% ATAL *GANSSI €7-S OULT-GA (LYOdTa (with reserve}: 505 40 -30 10 10 .20 PA-281 81 BEST POWER MIXTURE — PERFORMANCE NCI CRUIS 30 40 400 600 500 RANGE — NAUTICAL MILES 500 WHEEL FAIRNOT IN- 45 RESERVE AT 58%, MIXTURE LEANED TO 100°F RICH OF PEAK EGT WHEEL FAIRINGS INSTALLED 48 GAL, USABLE FUEL 2550 POUNDS, ZERO WIND RANGE INGLUDES CLIMB DESCENT DISTANCE RANGE OUTSIDE AIR TEMP. — °C -20 0 nautical miles ; Range (no reserve}: 560 nautical miles Range Cruise pressure altitude: 5500 ft. Cruise OAT: 2°C Power setting: 75% Example: 600 700 gS i un Oz eH Zo 25 On ~ real x rs) i) ° a 5 3 ° Zz ao Ae PS mo Pry a> ae >B aw ee »tm ky | 5-24 ; -40 REPORT: VB-1120 10 20 OUTSIDE AIR TEMP. — °C «--30:«-20:«-10'——iO0 Range (no reserve): 670 nautical miles Range (with reserve): 600 nautical miles . Example: . Cruise pressure altitude: 3000 ft. Cruise OAT: 2°C Power setting: 65% 30 28- 1 Rg 1 40 WITH 45 600 700 600 RANGE — NAUTICAL MILES 600 MIN. RANGE MAY BE REDUCED BY UP TO 8% JF WHEEL FAIRINGS ARE NOT STALLED, RESERVE AT 55% POWER RANGE LEANED TO PEAK WHEEL FAIRINGS INSTALLED 48 GAL. USABLE FUEL 26560 POUNDS, ZERO WIND RANGE INCLUDES CLIMB AND DESCENT DISTANGE PA- 700 800 SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II BEST ECONOMY MIXTURE RANGE Figure 5-27 ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 S.L. 2000 4000 6000 8000 10000 Endurance (no reserve): 6.1 hrs. Example: Cruise pressure altitude: 2000 ft. Power setting: 65% Endurance (with reserve}: 5.5 hrs. PRESSURE ALTITUDE — FT. S86l “Ss ATOL ‘GASIATA 6L61 “% ATNL :GaNSsi StS OULI-HA *-LHOdTa | Witt 4S MIN. RESERVE AT 7 ENDURANCE — HOURS 5 ENDURANCE SHOWN INCLUDES CLIMB AND {MIXTURE LEANED TO PEAK EGT} PA-28-181 ENDURANCE ECONOMY MixTUR IL WAHIUV ‘T8I-87-Vd NOILVHOdAO) LAVAOUIV Addid FJONVAN MOANA § NOILOUS 67-F BNI FONVANGNG REPORT: VB-1120 5-26 TIME, DISTANCE AND FUEL TO DESCEND Figure 5-31 -40 -30 -10 OUTSIDE -20 0 16 AIR TEMP. — °C 20 30 40 10 CRUISE ALT. 30 TIME, DISTANCE AND 20 DESCEND AT 122 KIAS AND 2500 R.P.M. 2550 LBS. GROSS WT. 60 FUEL TO DESCEND 40 60 Cruise OAT: 13°C Destination airport pressure altitude: 2300 ft. Destination airport temperature: 21°C Fuel to descend: 2.0 gal. minus 1.0 gal. = 1.0 gat. Time to descend: 16 min. minus 7.5 min = 8.5 min. Distance to descend: 35 miles minus 14.5 miles = ~ 20.5 nautical miles Cruise pressure altitude: 6000 ft. PA-28-181 , DISTANCE AND FUEL TO DESCEND SECTION 5 PERFORMANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II ISSUED: JULY 2, 1979 PRESSURE 6L61 ‘? ATAL *GaNssl LS OVII-HA *‘LUOdaa ALTITUDE — FT. 2000 4000 6000 8000 10000 12000 10 nautical miles oernice pressure altitude: 8000 ft. Terrain pressure altitude: 2000 ft. Glide range: 13.5 miles minus 3.5 miles = DE - 1 8 RANGE 2 8 1 CRUISE TERRAIN NO WIND 5 10 GLIDE RANGE 0 POWER OFF, FLAPS UP, 76 KIAS, 2550 LBS. GLI PA- 20 25 30 — NAUTICAL MILES 15 Tl WAHDUV ‘I81-87-Vd NOILVaOdAOD LAVAOAIV Uidid FONVANOANAd § NOLLOAS €€-$ ain31{ AONVE ACIID - Landing REPORT: VB-1120 5-28 40 -20 -10 0 10 20 30 R APPROACH, PAVED, LEVEL, DRY RUNWA’ MAXIMUM 66 RS APPROACH F D — 8 10 16 1300 1200 ONIGNVT WIND — KNOTSKNOT o AONVLSIG 1400 1500 1600 1700 1800 “Ld OS uBAO WEIGHT —_ LBs. 2600 2400 2300 2200 2100 2000 P PA-28-181 “Ld — HAINYVS OUTSIDE AIR TEMP. — °C -30 ing distance: ewstane 1290 it. Wind: 5 knots (headwind) Airport pressure altitude: 2300 ft. Gross weight: 2264 Ibs. Temperature: 21°C Example: SECTION 5 PERFORMANCE _ PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II LANDING PERFORMANCE Figure 5-35 ISSUED: JULY 2, 1979 § knots (headwind) -40 -30 20 10 9 A0 -20 OUTSIDE AIR TEMP. — °C Ground roll: 825 ft. Wind: Example: Airport pressure altitude: 2300 ft. Airport temperature: 21°C Gross weight: 2264 Ibs. 30 1 40° 2500 2400 2100 WEIGHT — LBS. FULL STALL TOUCHDOWN MAXIMUM AY: DRY R . P PA-28-181 DR l 0 5 10 16 WIND — KNOTS 800 600 700 900 1000 1160 1200 ROLL — FT. GROUND LANDING p86l “67 ANNL ‘GASIAAY 6461 ‘7 AINE :AaANsSsi 6¢-S OCII-@A -LHOdAa Il MAHOU “I8T-87-Vd NOILVACdHOD LAVAONIV Wddid TOINVAYOAME $ NOILOUS LE-S ans TION GNNOYD ONIGNV1I TABLE OF CONTENTS SECTION 6 WEIGHT AND BALANCE Paragraph No. Page No. 6.1 General..................................................................................... 6.3 Airplane Weighing Procedure.................................................. 6.5 Weight and Balance Data and Record................................ 6.7 Weight and Balance Determination for Flight.................... 6.9 Instructions for Using the Weight and Balance Plotter....... 6.11 *Equipment List.................................................................... (a) Propeller and Propeller Accessories...................... (b) Engine and Engine Accessories............................. (c) Landing Gear and Brakes....................................... (d) Electrical Equipment.............................................. (e) Instruments............................................................. (f) Miscellaneous......................................................... (g) Engine and Engine Accessories (Optional Equipment)....................................... (h) Propeller and Propeller Accessories (Optional Equipment)....................................... (i) Landing Gear and Brakes (Optional Equipment)........................................................ (j) Electrical Equipment (Optional Equipment).......... (k) Instruments (Optional Equipment)......................... (l) Autopilots (Optional Equipment)........................... (m) Radio Equipment (Optional Equipment)............... (n) Miscellaneous (Optional Equipment).................... 6-1 6-2 6-5 6-9 6-12a 6-13 6-14 6-15 6-17 6-19 6-20 6-21 6-23 6-23 6-24 6-25 6-28 6-29a 6-29b 6-41 **Equipment List (Form 240-0007)...................... SUPPLIED WITH AIRCRAFT *For 1982 and preceding models only. **For 1983 and subsequent models only. ISSUED: JULY 2, 1979 REVISED: APRIL 1, 2019 REPORT: VB-1120 6-i PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER 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 flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fuel tanks and maximum baggage. With the flexibility comes responsibility. The pilot must ensure that the airplane is loaded within the loading envelope before he makes a 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 airplane 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, 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: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 6-1 SECTION 6 WEIGHT AND BALANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER 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 C.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 boarded 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 C.G. 6.3 AIRPLANE WEIGHING PROCEDURE At the time of licensing, Piper Aircraft 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 gravity location: (a) to determine this basic empty weight and center of , 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, foreign items such as rags and tools from the airplane before weighing. (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 gallons each wing). REPORT: VB-1120 6-2 ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 6 WEIGHT AND BALANCE CAUTION Whenever the fuel system is completely drained and fuel is replenished it will be necessary to run the engine for a minimum of 3 minutes at 1000 RPM on each tank to ensure no air exists in the fuel supply lines. (4) (5) Fill with oil to full capacity. Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in the 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 closed. (6) Weigh the airplane inside a closed building to prevent errors in scale readings due to wind. (b) Leveling (1) With airplane on scales, block main gear oleo pistons in the fully extended position. tire, to center bubble on level. (c) . Weighing - Airplane Basic Empty Weight (1) With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. ISSUED: JULY 2, 1979 REPORT: VB-1120 6-3 SECTION 6 WEIGHT AND BALANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER It Scale Position and Symbol Nose Wheel (N) Right Main Wheel (R) Left Main Wheel (L) Basic Empty Weight, as Weighed (T) Scale Reading Tare — — Net Weight WEIGHING FORM Figure 6-1] (d) Basic Empty Weight Center of Gravity (1) The following geometry applies to the PA-28-181 airplane when it is level. Refer to Leveling paragraph 6.3 (b). h<——C. G. Arm-_» Level Points (Fuselage) —— Wing Leading Edge Lg B The datum is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section. LEVELING DIAGRAM Figure 6-3 REPORT: VB-1120 6-4 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 6 WEIGHT AND BALANCE (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) T Where. 6.5 WEIGHT AND BALANCE inches T=N+R4+L 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 of the 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. ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 6-5 SECTION 6 WEIGHT AND BALANCE MODEL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II PA-28-181 ARCHER II Airplane Serial Number Registration Number Date AIRPLANE BASIC EMPTY WEIGHT C.G. Arm Weight x (Inches Aft = Moment (Lbs) of Datum) (In-Lbs) Item ; Actual Standard Empty Weight* Computed Optional Equipment Basic Empty Weight *The standard empty weight includes full oil capacity and 2.0 gallons of unusable fuel. AIRPLANE USEFUL LOAD (Ramp Weight) - (Basic Empty Weight) = Useful Load Normal Category (2558 lbs.) - ( Ibs.) Ibs. Utility Category Ibs.) Ibs. (2138 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 REPORT: VB-1120 6-6 AND BALANCE Figure 6-5 DATA FORM ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 7861 ‘IZ ATAL ‘GASIATA 6L61 ‘7 AINE ‘GaANSSI -LUOdAY L-9 O7II-GA L-9 andy pe ial. erred dhs 204.4 Mpeip 2 bya dce |Weguny TAP lnihellchor |G5 AC Inshalfation SY Dwtiaay [LOEia wing noomeught piace License Modification WYO As ww i (In.) (Lb.) Iw Arm Wt. : NK y Basic q ¢20.yp¢ + / 100 Moment Bi eS 75) 435,77] lan wl fosle,&o C52 (Lb.) Ae Running Running LK DN 62,014 Gon / 100 Moment Weight Change eb - F3 Lop pResistration Number (/£— “UBS Page Number Description of Article Serial Number | Lf lveyhl oO / oO OL 4 Item Xo, L LHOTAM a ba AONVIVE duwyOod \ Added (+) Removed ( ) \ PA-28-181 7 2 Il WAHOUV aaa 09 LIVYOUIV WAdld ee Ce fi NORDQAIOG Weight and Balance Change Report Aircraft Type Registration WO : PA28-181 : OE-KBS : V20176/22 Serial Number : 28-8390087 Date : 29.03.2022 Description: Installation of Garmin GNC 255A +/- WEIGHT (kg) 731,20 ARM (m) 2,228 + 1,8 1,6 2,88 B/K KX 155 - 2,40 1,6 3,84 Altimeter - 0,37 1,6 0,592 730,23 2,228 1627,375 BASIC WEIGHT AS OF 30.04.2019 MOMENT (kg m) 1628,927 INSTALLED Garmin GNC 255A REMOVED NEW W&B Name: Roman Steinmetz AAC – Austrian Aircraft Corp. GmbH, A-2540 Bad Vöslau, Flugplatz AT.145.004 Sign: SECTION 6 WEIGHT PIPER AIRCRAFT AND BALANCE CORPORATION PA-28-181, ARCHER Ii ez| Es 5|d2)3= S| oF | = E |. 5 = cc» zZzi)eo ols ~ E 6 a) en) a eo = oo ES ° % | = 2| E) 5 2) oO o — 2} aisege eZ| ~ 7 | <85 (-) poaoulay (+) Pappy 2X 2 fom ane = 8 © Oo & Cs eg 2 6 z| B82 a] 28 5,n A & ‘ON WA] eo “| > & oO WEIGHT REPORT: 6-8 VB-1120 AND BALANCE RECORD Figure 6-7 (cont) (cont) ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 6.7 WEIGHT AND BALANCE WEIGHT DETERMINATION AND SECTION 6 BALANCE 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. (c) Add the moment of all items to be loaded to the basic empty weight moment. (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. - Weight (Lbs) Arm Aft Datum (Inches) Moment (In-Lbs) 1590.0 87.5 139125 Pilot and Front Passenger 340.0 80.5 27370 Passengers (Rear Seats)* 340.0 118.1 40154 Fuel (48 Gallon Maximum) 288.0 95.0 27360 Basic Empty Weight . Baggage (200 Lbs. Maximum)* 142.8 Ramp Weight (2558 Lbs. Normal, 2138 Lbs. Utility Maximum) 2558 91.5 234009 -8 95.0 -760 2550.0 91.5 233249 Fuel Allowance For Engine Start, Taxi and Run Up Takeoff Weight (2550 Lbs. Normal, 2130 Lbs. Utility Maximum) The center of gravity (C.G.) of this sample loading problem is at 91.5 inches aft of the datum line. Locate this point (91.5) 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 ENSURE THAT THE AIRPLANE IS LOADED PROPERLY. © a& *Utility Category Operation - No baggage or rear passengers allowed. SAMPLE LOADING ISSUED: JULY 2, 1979 REVISED: JULY 20, 1983 PROBLEM (NORMAL Figure 6-9 CATEGORY) REPORT: VB-1120 6-9. SECTION 6 __ PEPER AIRCRAFT CORPORATION WEIGHT AND BALANCE : ; PA-28-181, ARCHER I Basic Emply Weight Weight Arm Ait Datum ent (Lbs) (Inches) _({In-Lbs) Meili Pilot and Front Passenger a | Passengers (Rear Seats)* 80.5 118.1 Fuel (48 Gallon Maximum) : “ Baggage (200 Lbs: Maximum)* * 95.0 wD Ramp Weight (2558 Lbs. Norfnal, - 2138 Lbs. Utility Maxi ) Fuel Allowance For Engine PAP S\ 9 50G¢142.8 . _ Taxi and Run Up. -8 95) -760 Tak Weight (2550.Lbs. Normal, 30 Lbs. Utility Maximum) Totals must be within approved weight and. ce 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 C.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« rear passengers allowed. WEIGHT AND BALANCE LOADING FORM Figure 6-11 REPORT: VB-1120 6-10 - ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 It-9 OTTE- MA ‘LEOdTeE ; : 6L61 “% ATAL *GANSSI €]-9 analy HdVu9 DNIAGVOT {SEZHONI - SONNOd) QOOL/LNIJWOW es Sv ov se 0€ sz 0z SL eL g 0 OOL ost b0z osz o0e {SQNNGd) LHOIAM GVO1 ose WONVIVE GNV LHSTIM 5 NOILOYS Il WHHOUV “I8I-87-Vd NOILVUOdaOD LAVAOAIV Widid SECTION 6 WEIGHT AND BALANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II WEIGHT vs. C.G. ENVELOPE 2550 LBS. MAX. GROSS WT.NORMAL CATEGORY 87 82 83 84 85 86 87 88 89 90 91 92 93 C.G. LOCATION (INCHES AFT DATUM) C.G. RANGE AND WEIGHT Figure 6-15 REPORT: ¥VB-1120 6-12 ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHERII 6.9 INSTRUCTIONS PLOTTER | CTIOR WEIGHT AND BALANCE FOR USING THE WEIGHT AND BALANCE 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 cdfresponding 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 inlocations other than on the seats or in the baggage 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 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, of. passengers and / or to rearrange baggage and passengers to get the finalpoint to fall within the envelope Fuel burn-off does not significantly affect the center of gravity. ISSUED: MAY 29, 1980 REVISED: JULY 21, 1982 REPORT: VB-1120 6-12a SECTION 6 WEIGHT AND BALANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 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 Figure 6-17.) (b) Slide the slotted plastic into position so that the dot is under the slot for the forward seats, at zero weight. (c) Draw a line up the slot to the 380 pound position (180 + 200) and put a dot. (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. REPORT: VB-1120 6-12b : ISSUED: MAY 29, 1980 REVISED: FEBRUARY 2,:1990- IZI-9 OZII-A *LNOdTa 0661 ‘T AUVNAAAA -GASIATA 0861 ‘67 AVIA ‘C@ANSSI LI-9 OBL WAILOUd AAS (AWNLVYGO 14v¥ S3HONI) | oz: Coot oe C noe Ke re t- 0091-5 | < £6 Z6 L6 O6 68 88 NOILVDOT'9°9 ZB 98 SS Pps ES ZB PA HEE FEET AA Pipe e et iW \ a EE | | sol Lisi a F | p-0081—= FL eee | | | las uvau | factors Le P0008 7 \ < \ 8 | | || \ LiL Tana r—OOLZ _ ee r—O00PT / P -—O00Z2e AYODALYS ALMILA 8 | a ee | 26 16 06 \ AHODS3SLYS 68 “1M *8 * = 93 83 £6 SSOYUD "XVII AdO13SAN3 1VIANXON ‘SAT OSSZ '9'D "SA LHOIM WAI1dOUd FIAAVS FONV IVE GNV LHD Il WAHWOUV ‘T8I-87-Vd NOILVYOdAOD LAVAOMY Wadd 9 NOLLOAS SECTION 6 WEIGHT AND BALANCE PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER Ii THIS PAGE INTENTIONALLY LEFT BLANK | REPORT: 6-12d VB-1120 ISSUED: MAY 29, 1980 TABLE OF CONTENTS SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS Paragraph : Pag No. 71 73 7.5 V7 7.9 7.11 7.13 7.15 7.7 7.19 7.21 7.23 7.25 7.27 7.29 7.31 7.33 7.35 7.37 7.39 The Aimplane..u....cccesssescecssscecesssssessecsssseseseseceussnsesscssasescesseaeeesaes AICETQING 00s cesscccescesseesssssecenscsseeesaseasosesseneceecessceseestcucausesaeasussusesns Engine and Propeller... .ceescecsscssssssssnssssssesssescscscsesssaseeeracestaeases 7-1 7-1 7-1 Landing Gear .....c.cecscscscecssssssssescssesssssssnscsessssacsesessenscesarscscacseseaess Flight COmtrols.........cesscessscecscssssssessecceecsesesenssceseasscessssesusesessvenanecns Engine Controls . .cs c c s es cs s sces snes neuas veces 7-3 7-5 707 Fuel System .....ccccccssecsscsessessscsscessssssesessesesssnsssesnesssecsserevsueeaeeeasere Electrical System .....ccccscsecsscceccescescccsesscsescescacrseracsetassecareaceeences 7-7 7-10 VACUUM SYStOM ooo. eccseceecesesecsecsesccancesecsesescanscesseessssersuseessseasvaes 7-13 Instrument Pare] .....ccscccssseseescescessssessssesesseseseeesenecatcavessveseseenens Pitot-Static System occ ccsccseessesscssssecesescversecersensanssesaceeseaveevaess 7-14 7-16 Heating and Ventilating System oo... ccescssssssesesseesercssesesesessrenes Cabin Features ..0....cescsccsccscececesccecsscscscecsvscssseesecsaseseseessssssnseseners Baggage Area 0... secessccssscesescsnsesssssesseecssesssssssesesescscaeccscsuerscassees Stall Warming oc .eeeccssssssescscecsesesesescsesesccesssesesesscesessessssseesescecsacs 7-19 7-19 7-20 7-20 Air Comditioning ....eccccsscsesseseceecsesceecscsesesesescsreesesceessnesseaesesees 7-21 Piper External Powern.u....ecccccssessescssesssescsetesessssscstsscesesseeveceenees Emergency Locator Transmitter ....tcccesecsscssecsssescssssscensesevearenne 7-22 2°23 Carburetor Ice Detection System .....cccssssecccssssseeescessesesesseseseae 7-27 REPORT: VB-112( 7. PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER IT DESCRIPTION & OPERATION SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS 7.1 THE AIRPLANE The PA-28-181 Archer II is a single-engine, low-wing monoplane of all metal construction. It has four-place seating, two hundred pound baggage capacity, and a 180 horsepower engine. 7.3 AIRFRAME The basic airframe, except for a tubular steel engine mount, steel landing gear struts, and other miscellaneous steel parts, is of aluminum alloy con-struction. The extremities - the wing tips, the cowling, the tail surfaces are of fiberglass or ABS thermoplastic. Aerobatics are prohibited in this airplane since the structure is not designed for aerobatic loads. The semi-tapered wings havea laminar flow type NACA 652-415 airfoil. The wings are attached to each side of the fuselage by insertion of the butt ends of the respective main spars into a spar box carry-through which is an integral part of the fuselage structure, providing, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore and aft attachments at the rear spar and at an auxiliary front spar. 71.5 ENGINE AND PROPELLER The Archer II is powered by a four cylinder, direct drive, horizontally opposed engine rated at 180 horsepower at 2700 rpm. It is furnished with a starter, a 60 ampere, 14 volt alternator, a shielded ignition, vacuum pump drive, a fuel pump, and a dry, automotive type carburetor air filter. The exhaust system is made entirely from stainless steel and is equipped with dual mufflers. A heater shroud around the mufflers is provided to supply heat for the cabin and windshield defrosting. The fixed-pitch propeller is made from a one-piece alloy forging. ISSUED: JULY 2, 1979 REPORT: VB-1120 7-1 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II MAIN WHEEL ASSEMBLY Figure 7-{ REPORT: VB-1120 7-2 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER I DESCRIPTION & OPERATION 7.7 LANDING GEAR The three landing gears use Cleveland 6.00 x 6 wheels, the main gear wheels (Figure 7-1) being provided with brake drums and Cleveland single disc hydraulic brake assemblies. All three wheels use 6.00 x 6, four-ply rating, Type III tires with tubes. 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 brakes the nose gear is steerable through a 30 degree arc each side of center. Later aircraft have the bungee removed from the nose gear steering mechanism and are steerable througha 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 a normal extension of 3.25 inches for the nose gear and 4.50 inches for the main gear. The standard brake system consists of dual toe brakes attached to the rudder pedals and a hand lever and master cylinder located below and behind the left center of the instrument sub-panel. The toe brakes and the hand brake have their own brake cylinders, but they share a common reservoir, The brake fluid 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, depressing the knob attached to the left side of the handle, and releasing the brake lever. 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). ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 7-3 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II THIS PAGE INTENTIONALLY REPORT: VB-1120 7-4 LEFT BLANK ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER II DESCRIPTION & OPERATION FLIGHT CONTROL CONSOLE Figure 7-3 7.9 FLIGHT CONTROLS Dual controls are provided as standard equipment, with a cable system used between the controls and the surfaces. The horizontal tail (stabilator) is of the all-movable slab type with a trim tab mounted on the trailing edge of the stabilator to reduce the control system forces. This tab is actuated by a control wheel on the floor between the front seats (Figure 7-3). A rudder trim adjustment is mounted on the right side of the pedestal below the throttle quadrant and permits directional trim as needed in flight (refer to Figure 7-5), The flaps are manually operated and spring-loaded to return to the up position. A past-center lock incorporated in the actuating linkage holds the flap when it is in the up position so that it may be used as a step on the right side. The flap will not support a step load except when in the full up position, so it must be completely retracted when used as a step. The flaps have three extended positions, 10, 25 and 40 degrees. ISSUED: JULY 2, 1979 REPORT: VB-1120 7-5 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II CONTROL QUADRANT AND CONSOLE Figure 7-5 REPORT: VB-1120 7-6 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION SECTION 7 'PA-28-181, ARCHER II DESCRIPTION & OPERATION 7.11 ENGINE CONTROLS Engine controls consist of a throttle control and a mixture control lever. These controls are located on the contro] quadrant on the lower center of the instrument pane] (Figure 7-5) where they are 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 control lever in the full lean position. For information on the leaning procedure, see Section 4.27 of this Handbook. 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). 7.13 FUEL SYSTEM Fuel is stored in two twenty-five gallon (24 gallons usable) tanks which are secured to the leading edge structure of each wing by screws and nut plates. 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 fuel 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 into the ON position. An auxiliary electric fuel pump is provided in case of failure of the engine driven pump. The electric pump should be on for all takeoffs and landings, and when switching tanks. The pump switch is located in the switch panel above the throttle quadrant. ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 REPORT: VB-1120 7-7 4 a 4 \ \ i / \ \ \ rN \\ SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER I] FUEL SELECTOR Figure 7-7 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, hasa drain which is accessible from outside the nose section. The strainer should also be drained before the first flight of the day. Refer to paragraph 8.21! for the complete fuel draining procedure. Fuel quantity and pressure are indicated on gauges located in a cluster on the left side of the instrument panel. % An engine priming system ts provided to facilitate starting. The primer pump is located to the immediate left of the throttle quadrant (refer to Figure 7-5). REPORT: VB-1120 7-8 ISSUED: JULY 2 1979 REVISED: JUNE 29, 1984 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II : DESCRIPTION SECTION 7. & OPERATION CARBURETOR ‘ @., os THROTTLE MIXTURE 7 FUEL PRESSURE GAUGE ? ENGINE FUEL PUMP al ELECTRIC FUEL PUMP FUEL STRAINER "LEFT MAIN TANK RIGHT MAIN TANK oS i FUEL TANK SELECTOR VALVE FUEL QUANTITY GAUGES FUEL SYSTEM SCHEMATIC Figure 7-9 715 ELECTRICAL The electrical SYSTEM system includes a 14-volt, 60 amp alternator, a 12-volt battery, a vollage regulator, an overvoltage relay and a master switch relay (Figure 7-11). The battery is mounted in a plastic box immediately aft of the baggage compartment. The regulator and overvoltage relay are located on the forward left side of the fuselage behind the instrument panel, ISSUED: JULY 2, 1979 REVISED: APRIL 2, 1998 REPORT: VB-1120 7-9 SEC DESCRIPTION & OPERATION PIPER AERCRAPT CORPO ® ATION PA-28-181, ARCHER II Electrical switches are located on the right center instrument panel, and the circuit breakers are located on the lower right instrument panel. 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 cuntrols 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. 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 recognition light, 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. An optional wing tip/recognition light system consists of2 lights (one in cach wing tip) and is operated by a split landing light/recognition light rocker type switch mounted on the switch panel. 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. REPORT: VB-1120 7-10 ISSUED: JULY 2, 1979 REVISED: APRIL 2, 1998 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II DESCRIPTION STARTER & ACCESSORIES z of ISA y SECTION 7 & OPERATION ALTERNATOR FIELD j 193 sa {3 3A {ON LINE) ‘STARTER SOLENOID 3 mora 4 = EXTERNAL - SOLENOIO eT POWER | | POWER RECEPTACLE MASTER SOLENOID moao=4 | Lee OPTIONAL __| Psa J I 1 ALTERNATOR = ALT, >Bal INvenLoce ea ALTERNATOR ys AMMETER VOLTAGE. = SOURCE-POWER RELAY ENERGIZING CIRCUIT OVER ALT > SEPARATE BATTERY & ALERNATOR AUTERNATOR SWITCHES RADIO INTERFERENCE CAPACITOR ALTERNATOR AND STARTER Figure 7-11 ISSUED: JULY 2, 1979 REVISED: JANUARY 14, 1981 SCHEMATIC REPORT: VB-1120 7-11 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER Ii CIRCUIT BREAKER PANEL Figure 7-13 NOTE On airplanes with interlocked BAT and ALT switches, the ALT switch is mechanically interlocked with the BAT switch. When the ALT switch is turned ON, the BAT switch will also be turned ON. On airplanes with separate BAT and ALT switch operation, the switches may be positioned independently as desired. Unlike previous generator systems, the ammeter does not indicate battery discharge; rather it displays in amperes the load placed on the alternator. With all electrical equipment off (except master switch) the ammeter will be indicating the amount of charging current demanded by the battery. As each item of electrical equipment is turned on, the current will increase to a total appearing on the ammeter. This total includes the battery. The average continuous Joad for night flight, with radios on, is about 30 amperes. This 30 ampere value, plus approximately two amperes for a fully charged battery, will appear continuously under these flight conditions. The REPORT: 7-12 VB-1120 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 15, 1982 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER II DESCRIPTION & OPERATION 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 equipment which is operating. 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. For abnormal and/ or emergency operation and procedure, see Section 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 which eliminates the need for an air/ oil separator and its plumbing. A shear drive protects the pump from damage. If the drive shears, the gyros will become inoperative. The vacuum gauge, mounted on the right instrument panel to the right of the radios, provides valuable information to the pilot about the operation of the vacuum system. A decrease in pressure in a system that has remained constant over an extended period may indicate a dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in system (a low vacuum indicator light is provided in the annunciator panel). Zero pressure would indicate a sheared pump drive, defective pump, possiblya defective 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. ISSUED: JULY 2, 1979 REVISED: NOVEMBER REPORT: 15, 1982 VB-1120 7-13 SECTION 7 . PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 5.0 + .] inches of mercury, a setting which provides sufficient vacuum RPM. to operate all the gyros at their rated Higher settings will damage the gyros and witha low setting the gyros will be unreliable. The regulator is located behind the instrument panel and is accessible from below the instrument panel. 7.19 INSTRUMENT PANEL The instrument panel (Figure 7-15) is designed to accommodate instru- ments and avionics equipment for VFR and IFR flights. The radios and the circuit breakers are located on the upper and lower right panel respectively, and have circuits provided for the addition of optional radio equipment. 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 provide 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 includesa fuel pressure gauge, a right and left main fuel quantity gauge, an oil temper- ature 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 turn and slip indicator or turn coordinator. The attitude gyro and directional gyro are vacuum operated through the use of a vacuum pump installed 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. REPORT: VB-1120 7-14 ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 SI-Z 21n314 LNAWNUISNI TANVd 6L61 “% ATOAL ‘GNSS ST-L OTLI-GA *LYOdaa = OEMN OTA EWN> 22 23 . CLOCK . TURN INDICATOR . AIRSPEED INDICATOR . DIRECTIONAL GYRO . ATTITUDE GYRO VERTICAL SPEED INDICATOR . ALTIMETER . ANNUNCIATOR PANEL . MAGNETIC COMPASS . OMNI & GLIDE SLOPE INDICATORS 21 BEACON 2 30 91 . AUDIO SELECTOR PANEL . VHF TRANSCEIVERS . ADF RECEIVER . DME RECEIVER . ENGINE HOUR METER . SUCTION GAUGE HEAT & DEFROST CONTROL CIGAR LIGHTER . MARKER . TRANSPONDER 2 2 3 6 4314 an cone. Fa v2 17 18 oe eee ©9000 ISH = 39 S14 40 1 (7 1$ 20 ~ 31. PRIMER 32. THROTTLE QUADRANT 33, FRICTION LOCK 34, CARBURETOR HEAT CONTROL 35. EMERGENCY BUS SWITCH 36. EGT INDICATOR 37. INSTRUMENT PANEL LIGHTS 38. RADIO MASTER SWITCH . CIRCUIT BREAKER PANEL . CLIMATE CONTROL S11 OOH OOO SEO OC OOO = [sl= SSS GOoC Ole: & 15 . MIKE JACK . PHONE JACK . AUTOPILOT . ENGINE INSTRUMENT CLUSTER . OMNI COUPLER , NAV SWITCH MAGNETO & STARTER SWITCH . PITCH CONTROL . TACHOMETER FUEL GAUGES nM 11 12 NOILVUddO ¥ NOILdlaosaa Il UAHA “ISt-87%-Vd NOILVAOdaO)D LAVADUIV WAdid £ NOLLOYS SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER 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 lines 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 lines 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 pitot head is located on the electrical switch panel to the left of the right contro! wheel. To prevent bugs and water from entering the pitot and static pressure holes, a cover should be placed over the pitot 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-1120 7-16 ISSUED: JULY 2, 1979 P WH NOU PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER IE DESCRIPTION & OPERATION . ALTIMETER . AIRSPEED INDICATOR . PITOT HEAT SWITCH . VERTICAL SPEED INDICATOR . PITOT READ . DRAIN VALVES . ALTERNATE STATIC SOURCE ; NN 5 PITOT-STATIC SYSTEM Figure 7-17 ISSUED: JULY 2, 1979 REPORT: VB-1120 7-17 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II FRESH AIR em 1. 2. 3. 4. 5. §. FRESH AIR INLET INLET OUCT FRESH AIR BLOWER BULKHEAD ASSEMBLY FRESH AIR DUCT CABIN EXHAUST OUTLET < HEAT C7 / 7. DEFROSTER OUTLET 8. BLOWER SWITCH PANEL 9. DEFROSTER CONTROL 10. HEATER CONTROL 11, CABIN HEAT DIVERSION CONTROL 12, FRESH AIR CONTROL HEATING AND VENTILATING SYSTEM Figure 7-19 REPORT: VB-1120 7-18 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER IE DESCRIPTION & OPERATION 7.23 HEATING AND VENTILATING SYSTEM Heat for the cabin interior and the defroster system is provided by a heater muff attached to the exhaust system (Figure 7-19). The amount of heat desired can be regulated with the controls located on the far right side of the instrument panel. The air flow can be regulated between the front and rear seats by levers located on top of the heat ducts next to the console. Fresh air inlets are located in the leading edge of the wing near the fuselage. An adjustable outlet is located on the side of the cabin near the floor at each seat location; overhead air outlets are offered as optional equipment. Air is exhausted through an outlet under the rear seat. A cabin air blower, incorporated in the ventilating system, is also available as optional equipment. An optional overhead ventilating system with a cabin air blower is available on models without air conditioning. This blower is operated by a FAN switch with 3 positions - “OFF,” “LOW,” “HIGH.” 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. 7.25 CABIN FEATURES For ease of entry and exit and pilot-passenger comfort, the front seats are adjustable fore and aft. The rear seats may be removed to provide room for bulky items. Rear seat installations incorporate leg retainers with latching mechanisms which must be released before the rear seats can be removed. Releasing the retainers is accomplished on earlier models by turning the latching mechanisms 90° with a coin or screwdriver. Releasing the retainers is accomplished on later models by depressing the plunger behind each rear leg. Armrests are also provided for the front seats. All seats are available with optional headrests and optional vertical adjustment may be added to the front seats. . A cabin interior includes a pilot storm window, two sun visors, ash trays, two map pockets, and pockets on the backs of each front seat. ISSUED: JULY 2, 1979 REPORT: VB-1120 7-19 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-18], ARCHER II Shoulder harnesses with inertia reels are provided for each front seat occupant and, depending on the model, are provided as standard or optional equipment for the occupants of the rear seats. A check of the 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. On earlier aircraft provided with a single strap adjustable shoulder harness located above the side window for each front seat, the shoulder strap is routed over the shoulder adjacent to the window and attached to the lap belt in the general area of the occupant’s hip. Adjust this fixed Strap so that all controls are accessible while maintaining adequate restraint for the occupant. Optional shoulder straps are available for the rear occupants. 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 seats, is accessible either from the cabin or through an outside baggage door on the right side of the aircraft. Maximum capacity is 200 pounds. Tie-down straps are provided and should be used at all times. _NOTE it ts the pilot’s responsibility to be sure when the baggage is loaded that the aircraft C.G. falls within the allowable C.G. Range (refer to Section 6 - Weight and Balance). 7.29 STALL An WARNING approaching stall is indicated by a stall warning horn which is activated between five and ten knots above stall speed. Mild airframe buffeting and gentle pitching may also precede the stall. Stall speeds are shown on graphs in the Performance Section. The stall warning horn emits a continuous sound and is activated by a lift detector installed on the leading edge of the left wing. During preflight, 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. REPORT: 7-20 VB-1120 ISSUED: JULY 2, 1979 REVISED: JULY 5, 1985 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER II DESCRIPTION & OPERATION 7.31 FINISH All exterior surfaces are primed with etching primer and finished with acrylic lacquer. An optional polyurethane finish is available. 7.33 AIR CONDITIONING* The items air conditioning system is a recirculating air system. The include: evaporator, condenser, compressor, blower, major 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 toa 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. *Optional equipment ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-11290 7-21 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION & OPERATION PA-28-181, ARCHER II 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. The FAN switch allows operation of the fan with the air conditioner turned OFF to aid cabin air circulation if desired. A LOW 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. 7.35 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 aft 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. *Optional equipment REPORT: VB-1120 7-22 ISSUED: JULY 2, 1979 REVISED: JULY 21, 1982 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28-181, ARCHER II DESCRIPTION & OPERATION. 7.37 EMERGENCY LOCATOR TRANSMITTER* The Emergency Locator Transmitter (ELT) 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. The ELT is an emergency locator transmitter which 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. NARCO ELT 10 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. *Optional equipment ISSUED: JULY 2, 1979 | REPORT: VB-1120 7-23 SECTION 7 DESCRIPTION & OPERATION PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER Hi To use the ELT as 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 tured. off by moving the switch on the ELT unit to OFF. Normal operation can then be restored by pressing the small clear plastic reset button located on the top of the front face of the ELT 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 ARMED position will tum off the transmitter only if the impact switch has not been activated. The ELT should be checked to make certain the unit has not been activated during the ground check. Check by selecting 121.50 MHz on an operatin g receiver. If there is an oscillating chirping sound, the ELT may have been activated and should be tumed off immediately. This requires removal of the access cover and moving the switch to OFF, then press the reset button and return the switch to ARM. transmitter is silent. REPORT: VB-1120 7-24 . Recheck with the receiver to ascertain the ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER IT 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: MAY 29, 1980 REVISED: FEBRUARY 2, 1990 . REPORT: VB-1120 7-25 Not implemented SECTION 7 DESCRIPTION & OPERATION PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 7.37 EMERGENCY LOCATOR TRANSMITTER (Continued) ARTEX 110-4 ELT OPERATION On the ELT unit itself is a two position switch placarded ON and OFF. The OFF position is selected when the transmitter is installed at the factory and the switch should remain in that position whenever the unit is installed in the airplane. A pilots remote switch, placarded ON and ARM is located on the pilots lower left instrument panel to allow the transmitter to be armed or tumed on from inside the cabin. The switch is normally in ARM position. Moving the switch to ON will activate the transmitter. A warning light located above the remote switch will alert you when ever the ELT is activated. Should the ELT be activated inadvertently it can be reset by either positioning the remote switch to the ON then immediately relocating it to the ARM position, or by setting the switch on the ELT to ON and then back to OFF. 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 and then immediately 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. NOTE: Three sweeps of the emergency tone and an illuminated warning light indicates a normally functioning unit. The warning light must illuminate during the first 3 second test period. If it does not illuminate, a problem is indicated such as a"G" switch failure. 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's ELT is probably transmitting. Setting the remote switch back to OFF will automatically reset the ELT and should stop the signal being received on 121.50 MHz. REPORT: VB-1120 7-26 ISSUED: JULY 2, 1979 REVISED: MARCH 29, 1994 Not implemented SECTION 7 DESCRIPTION & OPERATION PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER If THIS PAGE INTENTIONALLY LEFT BLANK | REPORT: VB-1120 | 7-28 ISSUED: JULY 2,1979 REVISED: MARCH 29, 1994 | TABLE OF CONTENTS SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE Page No. RD me et ee eet ee OD EAoe NO A 90 90 G0 90 99 Go 9 G0 90 90 90 Z Paragraph oO. 8.23 8.25 8.27 8.29 General 2... ccc eee cc cence eee e ee eeerneeeces Airplane Inspection Periods.......-.seceeeeeeeeeeees Preventive Maintenance ....... css eee ween eee e ees Airplane Alterations ........0.00eseeece enero eeeeeee Ground Handling ...... 0.0... ccc c cence cece rec ccees Engine Air Filter 2.0... .. 0. cc cece cece eee e rte eeees Brake Service .......c cc ccee ccc e cect eter eecenseees Landing Gear Service ..........2seeceec ce eeenseeeee Propeller Service ..........ce csc eeeeecccceeeerareee Oil Requirements. ... 2.2... cece ccc eee n eee eeee 88 g 8 88 8 8-10 8-il 8-12 Fuel System ..... cece eect cece rere eee encneeneee 8-12 = Tire Inflation ..... 0... cece cence ee reece eneecccees Battery Service ........ cc ccc cee eect eee ree ee enone 8-14 8-14 Cleaning ....... cece eee cet e teeter cee enencccceees Cold Weather Operation ........... cece cece cece eens 8-15 8-18 REPORT: VB-1120 si PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II HANDLING, SECTION 8 SERV & MAINT SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE 8.1 GENERAL This section provides guidelines relating to the handling, servicing, and maintenance of the Archer II. For complete maintenance instructions, refer to the PA-28-181 Service Manual. 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 Aircraft’s support systems. Piper Aircraft Corporation 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 Aircraft, from time to time, issues service releases including Service Bulletins, Service Letters and Service Spares Letters, and others relating to the airplane. Service Bulletins are of special importance and Piper considers compliance mandatory. These are sent directly to the latest FAA-registered owners in the United States (U.S.) and Piper Service Centers worldwide. Depending on the nature of the release, material and labor allowances may apply. This information is provided to all authorized Service Centers. Service Letters deal with product improvements and _ servicing techniques pertaining to the airplane. They are sent to Piper Service Centers and, if necessary, to the latest FAA-registered owners in the U.S. Owners should give careful attention to Service Letter information. Service Spares Letters offer improved parts, kits, and optional REPORT: VB-1120 8-1 equipment which were not available originally, and which may be of interest to the owner. ISSUED: JULY 2, 1979 REVISED: DECEMBER 15, 1988 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Piper Aircraft Corporation offers a subscription service for Service Bulletins, Service Letters, and Service Spares Letters. This service is revisions to both, are available to interested persons, such as owners, pilots, and mechanics at a nominal fee, and may be obtained through an authorized Piper Service Center or Piper’s Customer Services Department. Maintenance available from manuals, Piper parts Service catalogs, Centers or Department. and Piper’s Customer Services Any correspondence regarding the airplane should include the airplane model and serial number to ensure proper response. 8.3 AIRPLANE INSPECTION PERIODS Piper Aircraft Corporation 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 Aircraft Corporation 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 Aircraft Corporation, instructions issued by the engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the Federal Aviation Administration (FAA). A programmed inspection, approved by the 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 Aircraft Corporation. 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-1120 8-2 ISSUED: JULY 2, 1979 REVISED: DECEMBER 15, 1988 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 8 SERV & MAINT HANDLING, A spectographic analysis of the engine oil is available from several sources. 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 FAR Part 61 may perform certain preventive maintenance described in FAR Part 43. This maintenance may be performed only on an aircraft which the pilot owns or operates and which is not used to carry persons or property for hire, except as provided in applicable FAR’s. Although such maintenance is allowed by law, each individual should make a self-analysis as to whether he has the ability to perform the work. All other maintenance required on the airplane should be accomplished by appropriately licensed personnel. If maintenance is accomplished, an entry must be made in the appropriate logbook. The entry should contain: (a) The date the work was accomplished. (b) (c) Description of the work. Number of hours on the aircraft. (d) The certificate number of pilot performing the work. (e) Signature of the individual doing the work. ISSUED: JULY 2, 1979 REVISED: DECEMBER 15, 1988 REPORT: VB-1120 8-3 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 8.7 AIRPLANE ALTERATIONS 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) - (3) Aireraft Registration Certificate Form FAA-8050-3. 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-1120 8-4 ISSUED: JULY 2, 1979 REVISED: NOVEMBER 15, 1982 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 8.9 GROUND (a) SECTION 8 HANDLING, SERV & MAINT HANDLING Towing The airplane may 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 gear fork. CAUTION 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. CAUTION 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. ISSUED: JULY 2, 1979 REVISED: NOVEMBER 15, 1982 REPORT: VB-1120 8-5 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II (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: (1) Taxi a few feet forward and apply the brakes to determine (2) their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering. (3) Observe wing clearance when taxiing near buildings or other stationary objects. outside the airplane. (4) (5) If possible, station an observer When taxiing over uneven ground, avoid holes and ruts. 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. (c) Parking 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) (2) To park the airplane, head it into the wind if possible. 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 dis- engages; 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. REPORT: 8-6 VB-1120 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 8 HANDLING, SERV & MAINT (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. (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 airplane 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) Install a pitot head cover if available. Be sure to remove the pitot head cover before flight. (7) Cabin and baggage doors should be locked when the air- plane is unattended. ISSUED: JULY 2, 1979 REPORT: VB-1120 8-7 SECTION 8 PIPER AIRCRAFT CORPORATION HANDLING, SERV & MAINT PA-28-181, ARCHER I 8.11 ENGINE AIR FILTER (a) Removing Engine Air Filter (1) Remove the lower cowl. (2) Remove the wing nuts securing the filter. Remove the filter. (b) Cleaning Engine Air Filter The induction air filter must be cleaned at least once every 50 hours, and more often, even daily, when operating in dusty conditions. Extra filters are inexpensive, and a spare should be kept on hand for use as a rapid replacement. . To clean the filter: (1) Tap the filter gently to remove dirt particles, being careful not to damage the filter. DO NOT wash the filter in any liquid. DO NOT attempt to blow out dirt with compressed air. (2) If the filter is excessively dirty or shows any damage, replace it immediately. (3) Wipe the filter housing with a clean cloth and instal! the filter. The usable life of the filter should be restricted to one year or 500 hours, whichever comes first. (c) Installation Of Engine Air Filter After cleaning or 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. REPORT: VB-1120 8-8 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 8 HANDLING, SERV & MAINT BRAKE SYSTEM Figure 8-1 ISSUED: JULY 2, 1979 REPORT: VB-1120 8-9 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 8.15 LANDING GEAR SERVICE The three landing gears use Cleveland Aircraft Products 6.00 x 6, 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 throughbolts from the wheel and separating the wheel halves. Landing gear oleos on the Archer II should be serviced according to the instructions on the units. The main oleos should be extended under normal static load until 4.50 ± 0.50 inches of oleo piston tube is exposed, and the nose gear should show 3.25 ± 0.25 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 to the bottom of the filler plug hole and will then require only proper inflation. Should fluid be below the bottom of the filler plug hole, oil 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. REPORT: VB-1120 8-10 ISSUED: JULY 2, 1979 REVISED: APRIL 1, 2019 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER If SECTION8 HANDLING, SERV & MAINT 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. The steering arms from the rudder pedals to the nose wheel are adjusted at the nose wheel by turning the threaded rod end bearings in or out. Adjustment is normally accomplished at the forward end of the rods and should be done in such a way that the nose wheel is in line with the fore and aft axis of the plane when the rudder pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing the airplane back and forth with the rudder centered to determine that the plane follows a perfectly straight line. The turning arc of the nose wheel is 30.0° + 2° ineither direction and is limited by stops on the bottom of the forging. The rudder pedal arm stops should be carefully adjusted so that the pedal arms contact the stops just after the rudder hits its stops. This guarantees that the rudder will be allowed to move through its full travel. 8.17 PROPELLER The spinner SERVICE 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. ISSUED: JULY 2, 1979 REPORT: VB-1120 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I 8.19 ODL 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, and the screen Cleaned, every 25 hours. However, if the full flow (cartridge type) oil filter is used, the oil and filter should be drained and renewed every 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: MIL-L-6082B MIL-L-22851 _ Average Ambient Mineral Ashless Dispersant Air Temperature SAE Grade SAE Grades All Temperatures -1SW-50 or 20W-50 Above 80°F 60 60 Above 60°F 50 40 or 50 30°F to 90°F 40 40 0°F to 70°F 30 30, 40 or 20W-40 Below 10°F 20 30 or 20W-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-28-181 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 100LL 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. REPORT: VB-1120 8-12 ISSUED: JULY 2, 1979 REVISED: FEBRUARY 2, 1990 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER IT SECTION 8 HANDLING, SERV & MAINT 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 Fuel Grades (ASTM-D910) | Fuel Grades (ASTM-D910-75) Max. TEL mY/U.S. gal | Grade Color Grade 80/87 ~—- red 0.5 80 91/96 100/130 115/145 blue green purple 2.0 3.0 4.6 *100LL 100 none ' Color Max. TEL mi/U.S. gal] ted blue green none Current Military Fuel Grades (MIL-G-5572F) Max. TEL ml/U.S. gal Grade Color 0.5 80/87 red 0.5 2.0 **3.0 none none 100/130 115/145 none blue purple none 2.0 46 | * ~Grade 1O0LL fuel in some overseas countries is colored green and designated as “100L”. ** -Commercial fuel grade 100 and grade 100/130 having TEL content of up to 4 m//U.S. gallons 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 an 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 gallon 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. CAUTION 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 fuel tanks. ISSUED: MAY 29, 1980 REVISED: FEBRUARY 2, 1990 REPORT: VB-1120 8-12a | SECTION 8 PIPER AIRCRAFT CORPORATION HANDLING, SERV & MAINT PA-28-181, ARCHER II CAUTIONS Some fuels have anti-icing additives preblended in the fuel at the refinery, so no further blending should be performed. Fuel additive can not be used as a substitute for preflight draining of the the fuel system drains. (c) Filling Fuel Tanks Observe all required precautions for handling gasoline. Fuel is stored in two twenty-five gallon (24 gal. usable) tanks. There is approximately 17 gallons in the fuel tank when fuel level is even with bottom of filler neck indicator. (d) Draining Fuel Strainer, Sumps and Lines The fuel system sumps and strainer should be drained daily prior to the first flight and after refueling to avoid the accumulation of contaminants such as water or sediment. Each fuel tank is equipped with an individual quick drain located at the lower inboard 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 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, and then discarded. REPORT: VB-1120 8-12b | ISSUED: MAY 29, 1980 PIPER AIRCRAFT CORPORATION SECTION 8 PA-28-181, ARCHER II HANDLING, SERV. & MAINT FUEL DRAIN Figure 8-3 CAUTION When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting the the engine. Each quick drain should be checked after closing it 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 the 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. ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 REPORT: VB-1120 8-13 SECTION 8 HANDLING, SERV & MAINT PIPER AIRCRAFT CORPORATION | PA-28-181, ARCHER II 8.23 TIRE INFLATION For maximum service from the tires, keep them inflated to the proper pressures - 18 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 !2-volt battery is through an access panel at the right rear side of the baggage compartment. The battery box has a plastic tube which is normally closed off with a cap and which should be opened occasionally to drain off any accumulation of liquid. 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 water only. 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. REPORT: VB-1120 8-14 ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 8 HANDLING, SERV. & MAINT 8.27 CLEANING (a) Cleaning Engine Compartment Before cleaning the engine compartment, place a strip of tape on the magneto vents to prevent any solvent from entering these units, (1) 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 sol- vent 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 accor- dance with the Lubrication Chart. ISSUED: JULY 2, 1979 REVISED: MAY 29, 1980 REPORT: VB-1120 8-15 SECTION 8 PIPER AIRCRAFT CORPORATION HANDLING, SERV & MAINT PA-28-181, ARCHER 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. (c) Cleaning Exterior Surfaces 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: (1) Flush away loose dirt with water. '(2) Apply cleaning solution with a soft cloth, a sponge or 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. REPORT: VB-1120 8-16 ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II (d) SECTION 8 HANDLING, SERV & MAINT Cleaning Windshield and Windows (1) Remove dirt, mud and other loose particles from exterior surfaces with clean water. (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 kerosene. grease with a cloth moistened with CAUTION Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or window cleaning 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 rub- bing 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. ISSUED: JULY 2, 1979 REPORT: VB-1120 8-17 SECTION 8 PIPER AIRCRAFT CORPORATION HANDLING, SERV & MAINT PA-28-181, ARCHER II _ (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 cleaning fluid. Floor carpets may be removed and cleaned like any household carpet. 8.29 COLD WEATHER OPERATION For cold weather operation a winterization plate is installed on the inlet opening of the oil cooler duct on the right rear engine baffle. This plate should be installed whenever the ambient temperature reaches 50° F or 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/ Distributor. REPORT: V#-1120 8-18 ISSUED: JULY 2, 1979 --------------------------------------- 19 GFC500 Autopilot System PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER 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 consecutively 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: JULY 2, 1979 REPORT: VB-1120 9-1 SECTION 9 SUPPLEMENTS THIS PAGE REPORT: VB-1120 9-2 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II INTENTIONALLY LEFT BLANK ISSUED: JULY 2, 1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SUPPLEMENT PIPER SECTION CONTROL WHEEL SECTION 9 SUPPLEMENTS 6 CLOCK INSTALLATION 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. 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 Piper Control] Wheel Clock is installed. SECTION 2 - LIMITATIONS No changes to the basic limitations provided by Section 2 of this Pilot’s Operating Handbook are necessary for this supplement. SECTION 3 - EMERGENCY PROCEDURES No changes to the basic Emergency Procedures provided by Section 3 of this Pilot’s Operating Handbook are necessary for this supplement. SECTION 4 - NORMAL (a) PROCEDURES SETTING While in the CLOCK mode, the time and the date can be set by the operation of the RST button. ISSUED: JANUARY 14, 1981 REVISED: NOVEMBER 16, 1981 REPORT: VB-1120 9-19 SECTION '9 SUPPLEMENTS (b) PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER I 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. (c) TIME SETTING The RST button must now be pressed two times to cause the hours digits to flash. The correct hour can be set in as described above. 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 time 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. (ec) DISPLAY TEST Pressing both the RST and ST-SP result in a display test function. SECTION buttons at the same time will 5 - PERFORMANCE No changes to the basic performance provided by Section 5 of this Pilot’s Operating Handbook are necessary for this supplement. REPORT: 9-20 VB-1120 ‘: ISSUED: JANUARY 14, 1981 AIR RADIO SERVICE Piper PA28-181 GTX 330 Mode S Transponder AFM SUPPLEMENT TABLE OF CONTENTS Section _ Description Page 1 GENERAL 3 2 LIMITATIONS 3 3 EMERGENCY PROCEDURES 4 4 NORMAL PROCEDURES 4 5 PERFORMANCE 4 6 WEIGHT AND BALANCE 4 issued: 20.02.2004 Supplement Page 2 of4 « AIR RADIO SERVICE Piper PA28-181 GTX 330 Mode S Transponder AFM SUPPLEMENT Aircraft Make: Piper Aircraft Model: Aircraft Serial Number: Repair Station: Approval Nr.: W/O, E/O Nr.: PA28-181 28-8390087 AIR RADIO SERVICE, Vienna 1-09 5041/04/2 APPROVED AIRPLANE FLIGHTMANUAL SUPPLEMENT GARMIN GTX 330 Mode S Transponder This document must be carried in the aircraft at all times. It describes the operating procedures for the GARMIN GTX 330 Mode S Transponder System when It has been installed in accordance with GARMIN Installation Manual P/N 190-00207-02 Rev. E and above mentioned Air Radio Service engineering order. For aircraft with a FAA Approved Airplane Flight Manual, this document serves as the FAA Approved Flight Manual Supplement for the GARMIN GTX 330. For aircraft that do not have an approved flight manual, this document serves as the FAA Approved Supplemental Flight Manual for the GARMIN GTX 330. The information contained herein supplements or supersedes the basic Airplane Flight Manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this document, consult the basic Airplane Flight Manual. 24 MAR 2004 City: Vienna issued: 20.02.2004 State: AUSTRIA Supplement Page 1 of 4 . AIR RADIO SERVICE GTX 330 Mode S Transponder Piper PA28-181 SECTION 1. AFM SUPPLEMENT 1 - GENERAL The Garmin GTX 330 panel mounted Mode S Transponder is a radio transmitter and receiver that operates on radar frequencies, receiving ground radar or TCAS interrogations at 1030 MHz and transmitting a coded response of pulses to ground-based radar on a frequency of 1090 MHz. The GTX 330 is equipped with IDENT capability that activates the Special Position Identification (SPI) pulse for 18 seconds. Mode S transmit/receive capability also requires 1090 MHz transmitting and1030 MHz receiving for Mode S functions. \In addition to displaying the code, repiy symbol and mode of operation, the GTX 330 screen will display pressure altitude, density altitude, temperature, and timer functions, depending on equipment connections and configuration selection. The unit also features an altitude monitor, Traffic Information Service (TIS) traffic advisories and flight timers. A voice or tone audio output announces altitude deviation, TIS traffic advisory and count down timer expiration. SECTION 2 - LIMITATIONS 1. Display of TIS traffic information is advisory only and does not relieve the pilot responsibility to “see and avoid” other aircraft. Aircraft maneuvers shall not be predicated on the TIS displayed information. Display of TIS traffic information does not constitute a TCAS | or TCAS |! collision avoidance system as required 14 CFR Part 121 or part 135. Title 14 of the Code of Federal Regulations (14 CFR) state that “When an Air Traffic Control (ATC) clearance has been obtained, no pilot-in-command (PIC) may deviate from that clearance, except in an emergency, unless he obtains an amended clearance.” Traffic information provided by the TIS up-link does not relieve the PIC of this responsibility. The 400/500 Series Garmin Display Addendum) P/N 190-00140-13 Rev. A accessible to the flight crew during flight. Interfaces (Pilot's Guide or later revision must be 400/500 Series Main software 4.00 or later FAA approved software is required to operate the TIS interface and provide TIS functionality. Issued: 20.02.2004 Supplement Page 3 of 4 AIR RADIO SERVICE Piper PA28-181 GTX 330 Mode S Transponder AFM SUPPLEMENT SECTION 3 - EMERGENCY PROCEDURES No change. SECTION 4 - NORMAL 4. PROCEDURES DETAILED TRANSPONDER Normal transponder GARMIN GTX 330 OPERATING operating Pilot's Guide, PROCEDURES procedures P/N are described 190-00207-00, in the Rev. A, or later appropriate revision. 2. DISPLAY OF TRAFFIC INFORMATION SERVICE (TIS) DATA TIS surveillance data uplinked by Air Traffic Control! (ATC) radar through the GTX 330 Mode S$ Transponder will appear on the interfaced display device (Garmin 400 or 500 series products). For detailed operating instructions and information regarding the TiS interface, refer to the 400/500 Series Garmin Display interfaces (Pilots Guide Addendum) P/N 190-00140-13 Rev. A or later appropriate revision. SECTION 5 - PERFORMANCE No change. SECTION 6 - WEIGHT AND BALANCE See current weight and balance data. Issued: 20.02.2004 _ Supplement Page 4 of 4 Petersen Aviation, inc. Supplement No. 2 984 K Road Minden, Nebraska 68959 FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR Piper PA-28 Series Aircraft See Applicable Modet and Seria! Number List Registration Number Serial Number OE-KBS 28-8390087_ This Supplement must be attached to the FAA Approved Airplane Flight Manual applicable to that particular airplane when the airplane has been modified in accordance with STC SA2660CE. The information contained herein supplements or supersedes the basic manual only in those areas listed herein. For limitations, procedures and performance information not contained in this supplement, consult the basic Airpiane Flight Manual. FAA APPROVED Margaret Kline, Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas FAA Approved: October 17, 1990 Revision D: August 22, 2014 Page 1 of 6 Petersen Aviation, inc. 984 K Road Minden, NE 68949 1. - Limitations Section: Fuel: Unleaded or Leaded Automotive Gasoline 91 minimum antiknock index, and 93UL {RON+MON)/2 per ASTM D-439 or 0-4814, and EN228 (minimum 98 RON). Also approved for UL91 (D-7547 and UL94 {D-7592) Intermixing with UL91, 93UL, UL94 & 100LL also approved DU NOT USE FUEL CONTAINING ALCOHOL Fuel Management: When operating on auto gas, including when auto gas is intermixed with aviation gasoline: a) Right fuel tank must be selected for takeoff and landing. b) Left fuef tank is limited to cruise flight only, except in emergency situations. Placards: 1. Part No. V674903-28, Item 12/24-9 on the instrument Panel in full view of the pilot: TAKEOFF AND LANDING ON RIGHT TANK WHEN OPERATING WITH AUTO GAS. 2. Part No. V674903-91 Item 12/24-33 near existing Avgas placards at each fuel servicing port: Fuel. Unleaded or Leaded Automotive Gasoline s 91 minimum antiknock index, and 93UL ( RON+MON)/2 per ASTM D-439 or D-4814, and EN228 (minimum 98 RON). Also approved for Aviation Grade UL91 UL94 (D-7592). ( D-7547) and Intermixing with UL91, 93UL, UL94 & 100LL also approved) DO FAA Approved: October 17, 1990 Revision D: August 22, 2014 NOT USE FUEL CONTAINING ALCOHOL Page 3 of 6 Petersen Aviation, Inc. 984 K Road Minden, NE 68949 Log of Revisions Revision Date Description Page *FAA Approved by None October 17, 1990 Original Issue Pages 1 thru 3 E. L. Bollin {A} April 29, 2005 Revised All Pages. Added Log of Revisions. Pages 1 thru 7 G.M. Baker : (B) July 25, 2007 Revised pages 3 & 5 to address EASA concerns from STC validation. Repaginated all due to compression down Pages 1 thru 6 G.M. Baker (Cc) Aug. 17, 2010 Page 4 G.M. Baker (D} August 22, 2014 to 6 pages. Revised toggle placard Removed References to 12 & | Pages 1 thrué 24 volt systems. Revised Part Numbers and Fuel Placard. *Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas FAA Approved: October 17, 1990 Revision D: August 22, 2014 Page 2 of6 Petersen Aviation, inc. 984 K Road Minden, NE 68949 3. Part/Item No.12/24-15 on the instrument panel around the electric fuel pump toggle switch: 4. Procedures Placard 12/24-58 located on the instrument panel in full view of the pilot: Refer to the Airplane Flight | Manual Supplement for procedures | when operating with auto gas. | §.Circuit Breaker Placards Fuel Pump A Fuel Pump B Engine Primer Item 12/24-10 Item 12/24-7 Item 12/24-59 The three placards specified above are used to mark the circuit breakers on the instrument panel. Electrically Primed: Use ail three placards listed above. Manuaily Primed: Use two circuit breakers placards. FAA Approved: October 17, 1990 Revision D: August 22, 2014 Item 12/24-59 is NOT used. Page 4 of 6 Petersen Aviation, inc. 984 K Road Minden, NE 68949 2. PROCEDURES SECTION: Emergency Procedures Fuel Management When operating on auto gas, including when auto gas is intermixed with aviation gasoline: a) Right fuel quantity less than % tank - Land using left fuel tank. NOTE: Operating on the left tank may make the airplane more susceptible to vapor formation than the right tank. ; Fuel System: Fuel Pump Failure SA2660CE equips PA-28’s with two separate electric fuel pumps. If one pump fails, throw the three way fuel pump switch to engage the second, redundant electric fuel pump. If the other electric fuel pump is also inoperative, check to make sure the Master switch is ON, check circuit breakers. if the engine is running rough or not at all, lower the nose, reduce throttle setting to 75% or less, Mixture to FULL RICH, Carb Heat ON, and switch fuel tanks. Choose a suitable off airport landing location or if possible continue flight to the nearest airport. Normal Procedures: _ Fuel Management: When operating on auto gas, including when auto gas is intermixed with aviation gasoline: a) Before Takeoff b) Cruise (1) Fuel Selector ~ Right Tank (1) Fuel Seiector — Use right and left tank positions to maintain lateral fuel balance. NOTE: Vapor formation is more likely when operating at ambient temperatures of 85F or above. Additional vapor margin is provided from the right tank due te its larger fuel supply line, and when the fuel quantity in the right tank is maintained at or above the % full indication. Plan flight so as to have % tank or more fuel remaining in the right tank for landing and possible go-around. . c) Before Landing (1) Fuel Selector — Right tank. FAA Approved: October 17, 1990 Revision D: August 22, 2014 Page 5 of 6 Petersen Aviation, Inc. 984 K Road Minden, NE 68949 PROCEDURES SECTION: (CONT'D) Normal Procedures: Fuel System: Auxitiary Fuel Pumps: There are two pumps, Pump A and Pump 8controlled by an electric switch on the pilot's instrument panel. Either Pump A or Pump B must be ON for takeoff, landing, ground taxi and climb operations. The selected fuel pump may be turned OFF (center position) during cruise operations only, provided proper fuel pressure values are maintained (See Limitations Section in basic Airplane Flight Manual). It is recommended that Pump A and Pump B be used alternately to obtain approximately even usage. Before starting engine: 4) With Master switch ON, check auxiliary fuel pumps, Pump A and Pump B one ata follows: a. Listen for pump operation b. Verify proper fuel pressure is obtained. 2) Turn fuel pumps OFF time as Engine Priming: To prime the engine before starting: Manual Priming 1) Aircraft equipped with manual engine priming pump. With the Mixture FULL RICH, pull the primer out then push it in 3 to 5 times. Make certain that the primer pump is in the closed and locked position (pushed in and rotated till locked) before activating a fuel Pump or starting the engine. Electrical Priming 2) Aircraft equipped with electric engine priming system: a. Turn Master Switch ON b. Turn fuel selector switch to the Right tank. c. Depress the electric priming switch with one hand. sa -@ Qa (this opens the primer solenoid valve) - . While depressing the fuel primer solenoid vaive switch, throw the fuel pump toggle switch either up or down with the other hand to activate one Pump. Run the pump for only a short time (one to three seconds) Shut the pump off and release electric priming solenoid switch. . Start the engine. . After the engine starts, activate either the Pump A or Pump B switch so that a fuel pump remains on for taxi, takeoff, and climb. Manual or Electrically Primed: After the engine starts and during warm up, allow the engine to run with the electric fuel pumps off to verify that the engine driven fuel pump is operating properly. Before taxi activate either Pump A or Pump B so that one of the electric fue! pumps remains on for taxi, takeoff, and climb. END. FAA Approved: October 17, 1990 Revision D: August 22, 2014 Page 6 of 6 Petersen Aviation, Inc. Phone 308-832-2050 Auto Fuel STC’s 984 K Road Fax 308-832-2311 [email protected] Minden, NE 68959 www.autofuelstc.cor APPROVED Wichita Aircraft Certification Office, ACE.- 115W Centrat Region Nato GL2OS. DS pecwege< Service Bulletin PA-28-160, -161, -180, -181 Bulletin No. 05-3 Revision No. (-) Date April 12, 2005 Subject: VERIFYING THAT THE PRIMER LOCKED PRIOR TO ELECTRIC CONTROL IS CLOSED AND FUEL PUMP OPERATION. Effectivity: This Service Bulletin applies to ali PA-28-160, -161, -180, -181 aircraft on which STC SA2660CE has been installed. Reason: It has come to our attention that an unlocked manual primer control may allow fuel to be directed both to the carb and directly to the cylinders via the priming system upon activation of the electric fuel pumps. This could result in an a mixture that is too rich for proper engine operation, or could increase the possibility of fire during engine-startup. Worn o-rings in the primer could result in similar situations. instructions: Following normal engine priming make certain that the primer contro! knob Is in the closed and locked position (pushed in and rotated till locked) before activating a fuel pump or starting the engine. Check the integrity of the primer o-rings at each annual or 100 hour inspection. Piper PA28-181 OE-KBS 28-8390087 © Copyright 2017 Garmin Ltd. or its subsidiaries All Rights Reserved Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express prior written consent of Garmin. Garmin hereby grants permission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed and to print one copy of this manual or of any revision hereto, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited. Garmin International, Inc. 1200 E. 151st Street Olathe, KS 66062 USA Telephone: 913-397-8200 www.garmin.com AFMS, Garmin G5 AML STC 190-01112-13 Rev. 5 Garmin International, Inc Log of Revisions FAA Approved AIRPLANE FLIGHT MANUAL SUPPLEMENT or SUPPLEMENTAL AIRPLANE FLIGHT MANUAL GARMIN G5 ELECTRONIC FLIGHT INSTRUMENT REV NO. PAGE NO(S) 1 ALL Original Issue 2 ALL Added information DG/HSI. 3 ALL Added interface to 3rd party autopilots. 10/18/2017 4 ALL Added note to General section. 10/26/17 5 ALL Reformatted document. Updated system messages interface. Added DG/HSI reversion description. See Cover 190-01112-13 Rev. 5 DATE OF APPROVAL DESCRIPTION 7/22/2016 regarding G5 4/28/2017 FAA APPROVED Robert Murray ODA STC Unit Administrator Robert Murray ODA STC Unit Administrator Robert Murray ODA STC Unit Administrator Paul Mast ODA STC Unit Administrator See Cover AFMS, Garmin G5 AML STC Page i This page intentionally left blank. AFMS, Garmin G5 AML STC Page ii 190-01112-13 Rev. 5 Table of Contents Section 1 – General .................................................................................................... 1-1 Abbreviations and Terminology ......................................................................................................... 1-2 Section 2 – Limitations .............................................................................................. 2-1 System Software Requirements ......................................................................................................... 2-1 Use of Secondary Instruments ........................................................................................................... 2-1 Kinds of Operations ............................................................................................................................. 2-1 Section 3 – Emergency Procedures ......................................................................... 3-1 G5 Failure Indications .......................................................................................................................... 3-1 Attitude Failure .................................................................................................................................... 3-1 Heading Failure, Loss of Magnetometer Data, or Magnetic Field Error ............................................. 3-1 GPS Failure ........................................................................................................................................ 3-2 Attitude Aligning ................................................................................................................................... 3-2 Attitude Aligning / Keep Wings Level................................................................................................. 3-2 Loss of Electrical Power to the G5 Display ....................................................................................... 3-2 Loss of Electrical Power to the GAD 29B (If Installed) ..................................................................... 3-3 Section 4 – Normal Procedures ................................................................................ 4-1 G5 Power Button and Knob ................................................................................................................. 4-1 Backlight Intensity Adjustment ........................................................................................................... 4-1 Prior to Flight in Instrument Meteorological Conditions .................................................................. 4-1 Autopilot Operations with the G5 HSI ................................................................................................ 4-2 Course / NAV Selection Coupling to the Autopilot (If Configured) ..................................................... 4-2 Heading Bug Coupling Capability to the Autopilot (If Configured) ...................................................... 4-2 Roll Steering (GPSS) Emulated via HDG Mode (If Configured) ......................................................... 4-2 Section 5 – Performance ........................................................................................... 5-1 Section 6 – Weight and Balance ............................................................................... 6-1 Section 7 – System Description ................................................................................ 7-1 System Messages................................................................................................................................. 7-1 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page iii This page intentionally left blank. AFMS, Garmin G5 AML STC Page iv 190-01112-13 Rev. 5 SECTION 1 – GENERAL The G5 Electronic Flight Instrument can display the following information to the pilot depending on the installation and location of the G5 instrument. • • • • • • Primary attitude Primary slip and turn rate information Primary heading Secondary airspeed Secondary altimeter Secondary ground track When installed in place of the attitude indicator, the primary function of the G5 is to provide attitude information to the pilot. When installed in place of the rate of turn indicator, the primary function of the G5 is to provide turn rate and slip ball information to the pilot. When installed in place of the directional gyro, the primary function of the G5 is to provide directional information to the pilot. NOTE: The pilot is reminded to perform appropriate flight and navigation instrument cross checks for the type of operation being conducted. In case of a loss of aircraft electrical power, a backup battery (optional when installed as a DG/HSI) sustains the G5 Electronic Flight Instrument for up to four hours. An optional GAD 29B may be installed to provide course and heading datum to an autopilot based on the data selected for display on the HSI. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 1–1 Abbreviations and Terminology The following glossary is applicable within the airplane flight manual supplement ADI AFMS ATT CDI DG DR FAA GPS GPSS HDG HSI ILS LOC LOI VFR VHF VOR Attitude Direction Indicator Airplane Flight Manual Supplement Attitude Course Deviation Indicator Directional Gyro Dead Reckoning Federal Aviation Administration Global Positioning System GPS Roll Steering Heading Horizontal Situation Indicator Instrument Landing System Localizer (no glideslope available) Loss of Integrity Visual Flight Rules Very High Frequency VHF Omni-directional Range AFMS, Garmin G5 AML STC Page 1–2 190-01112-13 Rev. 5 SECTION 2 – LIMITATIONS System Software Requirements The G5 must utilize the following or later FAA approved software versions for this AFMS revision to be applicable: Component Software Version G5 Electronic Flight Instrument 5.00 Use of Secondary Instruments The original type design approved instruments for airspeed, altitude and vertical speed remain the primary indications for these parameters. If the G5 Electronic Flight Instrument is installed in place of the rate of turn indicator, the original type design approved instrument for attitude remains in the primary indication for attitude. If the G5 Electronic Flight Instrument is installed in place of the directional gyro, the original type design approved instruments for attitude remains the primary indication for attitude. NOTE: For aircraft approved for VFR-only operations, the G5 Electronic Flight Instrument may be installed as an attitude indicator and rate of turn indicator. Kinds of Operations No Change. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 2–1 This page intentionally left blank. AFMS, Garmin G5 AML STC Page 2–2 190-01112-13 Rev. 5 SECTION 3 – EMERGENCY PROCEDURES G5 Failure Indications If a G5 function fails, a large red ‘X’ is typically displayed over the instrument(s) or data experiencing the failure. Upon G5 power-up, certain instruments remain invalid as equipment begins to initialize. All instruments should be operational within one minute of power-up. If any instrument remains flagged and it is not likely an installation related problem, the G5 should be serviced by a Garmin-authorized repair facility. Attitude Failure Attitude failure is indicated by removal of the sky/ground presentation, a red X, and a yellow “ATTITUDE FAIL” on the display. Rate-of-turn and slip information will not be available. 1. Use standby instruments. 2. Seek VFR conditions or land as soon as practical. Heading Failure, Loss of Magnetometer Data, or Magnetic Field Error A heading failure, loss of magnetometer data, or magnetic field error is indicated by removal of the digital heading readout, a red X, and a yellow “HDG” on the display. 1. Use standby magnetic compass. NOTE: If the G5 DG/HSI has a valid GPS signal the G5 DG/HSI instrument will display the GPS track information in magenta. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 3–1 GPS Failure If GPS navigation receivers and/or navigation information are not available or invalid, the G5 will display Dead Reckoning mode (DR) or Loss of Integrity mode (LOI) on the HSI in the lower left corner. If Alternate Navigation Sources (ILS, LOC, VOR) Are Available: 1. Use alternate navigation source. If No Alternate Navigation Sources Are Available: If DR is Displayed on HSI: 1. Use the amber CDI for course information. 2. Fly toward known visual conditions. If LOI is Displayed on HSI: 1. Fly toward known visual conditions. For aircraft equipped with a GAD 29B interfaced to an autopilot, GPSS will be displayed in amber text when GPSS emulation has been selected from the G5 menu. 1. Deselect GPSS from the G5 menu and select a different autopilot mode. Attitude Aligning During system initialization, the G5 displays the message ‘ALIGNING’ over the attitude indicator. The G5 will typically display valid attitude within the first minute of power-up. The G5 can also align itself while taxiing and during level flight. If the “ALIGNING” indication occurs during flight and attitude remains displayed, the attitude display is acceptable for use for flight in instrument conditions. The message will clear when the attitude solution is within the systems internal accuracy tolerances. It is recommended to maintain wings level to reduce the time for the system to align. Attitude Aligning / Keep Wings Level If the “ALIGNING KEEP WINGS LEVEL” indication occurs during flight, the G5 has detected an invalid attitude solution and will not display any attitude information. 1. Use standby instruments to maintain wings level flight. accuracy tolerances have been met. The system will display attitude when internal 2. If attitude does not return, seek VFR conditions or land as soon as practical. Loss of Electrical Power to the G5 Display In the event of a loss of aircraft electrical power to the G5 attitude display, the indicator will continue to function on its internal battery. If an internal battery is installed on the optional G5 HSI, the indicator will continue to function on the internal battery if aircraft power is lost. Internal battery endurance is indicated on the G5 display in hours and minutes. The charging symbol will be removed and the internal battery will not be charged. In the event the G5 attitude display powers down, the optional G5 HSI will automatically revert to displaying attitude information. It will not revert back to the DG/HSI format if the G5 attitude unit regains power. The DG/HSI presentation may be selected from the G5 menu on the G5 DG/HSI unit after reversion to the attitude display. AFMS, Garmin G5 AML STC Page 3–2 190-01112-13 Rev. 5 Loss of Electrical Power to the GAD 29B (If Installed) In the event of a loss of aircraft electrical power to the optional GAD 29B, the heading and course datum will be unavailable to the autopilot and the autopilot may deviate from the intended path or may disconnect. GPS flight plan course information may be displayed on the HSI and VFR will be displayed in amber text on the HSI. GPSS will be displayed in amber text, if GPSS mode is selected. 1. Deselect GPSS from the G5 menu and select a different autopilot mode. 2. Lateral GPS course guidance may only be used in VFR conditions. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 3–3 This page intentionally left blank. AFMS, Garmin G5 AML STC Page 3–4 190-01112-13 Rev. 5 SECTION 4 – NORMAL PROCEDURES G5 Power Button and Knob The G5 display will power on with the application of aircraft power. The G5 power button is used to turn the display on and off. Press and hold the power button to turn the display off. The knob performs the following functions: Press to access the Menu. Press From the Menu, press to select the desired menu item. Press to accept the displayed value when editing numeric data or selecting from a list. Press to sync the heading or track bug for the HSI. From the Menu, turn the Knob to move the cursor to the desired menu item. Turn For the ADI, rotate to adjust the baro setting on the secondary altitude display. For the HSI, rotate to adjust the heading or track bug. Turn to select the desired value when editing numeric data or selecting from a list. Backlight Intensity Adjustment The power up state of the G5 backlight is in Auto adjustment mode. To adjust the backlighting: To select Manual mode from Auto mode: 1. While the unit is turned on, press the Power button. 2. Turn the knob to manually adjust the backlight intensity. 3. Press the knob to close the backlight page. To select Auto mode from Manual mode: 1. While the unit is turned on, press the Power button. 2. Press the Power button again to select Auto. 3. Press the knob to close the backlight page. Prior to Flight in Instrument Meteorological Conditions 1. Press the Power button on the G5 attitude indicator. 2. Verify the battery status indicator is green on the G5 attitude indicator. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 4–1 Autopilot Operations with the G5 HSI The G5 and optional GAD 29B offer various integration capabilities dependent upon the type of autopilot installed in a particular aircraft. The G5 Electronic Flight Instrument installation in this aircraft provides the following autopilot functions (appropriate boxes will be checked):  X This installation does not interface with the autopilot (basic wing leveling autopilot or no autopilot is installed in the aircraft).  A GAD 29B Adapter is installed in this aircraft.  Course / NAV Selection coupling to the autopilot.  Heading Bug coupling capability to the autopilot.  Roll Steering (GPSS) emulated via heading mode. OR  Roll Steering capable autopilot (GPSS menu function for emulation not applicable). Course / NAV Selection Coupling to the Autopilot (If Configured) When operating the autopilot in NAV mode, the deviation information from the installed navigation sources (i.e. GPS or NAV) is switched via the navigation source. The NAV source displayed on the HSI is the NAV source the autopilot is following. Many autopilots also use the course datum to determine the best intercept angles when operating in NAV mode. Heading Bug Coupling Capability to the Autopilot (If Configured) When operating the autopilot in HDG mode, the difference between the HDG bug location on the HSI and the actual aircraft heading creates an error signal which the autopilot will minimize by turning in the direction of the bug. If the bug is turned more than 180 degrees, the autopilot may turn the airplane in the opposite direction of the desired turn. Roll Steering (GPSS) Emulated via HDG Mode (If Configured) For autopilots that do not support digital GPSS signals, GPSS functionality may be emulated by operating the autopilot in HDG mode and selecting GPSS from the G5 menu. If the autopilot is already designed to receive roll steering information, the data is transmitted digitally from the navigator to the autopilot. When GPSS is selected on the G5 menu, the heading bug on the HSI changes to a hollow outline and a crossedout heading bug appears on the G5 HSI display indicating that the autopilot is not coupled to the heading bug. The bug is still controllable and may still be used for reference. When GPSS is selected on the G5, GPSS turn commands are converted into a heading error signal to the autopilot. When the autopilot is operated in HDG mode, the autopilot will fly the turn commands from the GPS AFMS, Garmin G5 AML STC Page 4–2 190-01112-13 Rev. 5 navigator. If the GPSS data is invalid (for example, if there is no active GPS leg) or the selected HSI source on the G5 HSI is not GPS, the annunciated GPSS text will be yellow and a zero turn command will be sent to the autopilot. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 4–3 This page intentionally left blank. AFMS, Garmin G5 AML STC Page 4–4 190-01112-13 Rev. 5 SECTION 5 – PERFORMANCE No change. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 5–1 This page intentionally left blank. AFMS, Garmin G5 AML STC Page 5–2 190-01112-13 Rev. 5 SECTION 6 – WEIGHT AND BALANCE See current weight and balance data. 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 6–1 This page intentionally left blank. AFMS, Garmin G5 AML STC Page 6–2 190-01112-13 Rev. 5 SECTION 7 – SYSTEM DESCRIPTION Refer to Garmin G5 Electronic Flight Instrument Pilot’s Guide for Certified Aircraft, part number 190-01112-12 Rev A (or later approved revisions), for a description of the G5 electronic flight instrument. This reference material is not required to be on board the aircraft but does contain a more in depth description of all the functions and capabilities of the G5. The ATT circuit breaker supplies power to the G5 instrument for normal power operation and to charge the internal battery. The DG circuit breaker supplies power to the G5 instrument for normal power operation when configured as a DG, and to charge the internal battery (if installed). The HSI circuit breaker supplies power to the G5 instrument for normal power operation when configured as an HSI, and to charge the internal battery (if installed). The GAD circuit breaker supplies power to the optional GAD 29 adapter for normal power operation. System Messages The G5 has the capability to display system messages to the crew along the bottom of the display. message is indicated through a white indication on the G5. A system Messages can be displayed by pressing the G5 knob, and selecting the Message menu item. (For Reference Only) 190-01112-13 Rev. 5 AFMS, Garmin G5 AML STC Page 7–1 The following table shows the meaning of each message. System messages are displayed in white text. Message Meaning External Power Lost Aircraft power has been removed from the G5. Critical battery fault! Powering off Battery has critical fault condition and the unit is about to power off to avoid damage to the battery. Battery fault Battery has a fault condition – unit needs service. Battery charger fault Battery charger has a fault condition – unit needs service. Low battery Battery charge level is low. Hardware fault Unit has a hardware fault – unit needs service. Power supply fault Unit power supply fault detected – unit needs service. Unit temperature limit exceeded Network address conflict Communication error Unit is too hot or too cold. Another G5 with the same address is detected on the network (most commonly a wiring error on one of the units). General communication error (most commonly appears in conjunction with Network Address Conflict message). Factory calibration data invalid Magnetic field model database out of date Magnetometer Hardware fault Using external GPS data Not receiving RS-232 data Not receiving ARINC 429 data Unit calibration data not valid – unit needs service. GPS receiver fault The G5 on-board GPS receiver has a fault. ARINC 429 interface configuration error Software version mismatch The G5 ARINC 429 port is receiving information from an incorrect source – system needs service. The G5 attitude indicator and the G5 HSI units have different software. Cross fill of baro, heading and altitude bugs is disabled. Internal magnetic field database is out of date - software update required. The magnetometer has detected a fault – unit needs service. Heading data may not be available. GPS data from another network LRU is being used. The unit's internal GPS receiver is enabled, but unable to establish a GPS fix. The G5 is not receiving RS-232 data from the GPS navigator – system needs service. The G5 is not receiving ARINC 429 data from the navigation source – system needs service. These messages remain while the condition persists. AFMS, Garmin G5 AML STC Page 7–2 190-01112-13 Rev. 5 01 AFMS-1259-Issue: 8 Gama Aviation”: DQ-17-005 Page: 1 of 8 Aircraft Flight Manual Supplement (AFMS) Multi Model List (MML) Aircraft Registration No: OL Aircraft Serial Number: Garmin GNS-W GPS navigation system EASA approval reference: 10037701 ADDITIONAL LIMITATIONS AND INFORMATION Rev 3 FOR CERTIFICATION The limitations and information contained herein either supplement or, in the case of conflict, override those in the flight manual DF 28 «) Copyright Gama Aviation (Engineering) Ltd Aircraft Flight Manual Supplement (AFMS) Gama Aviation™ Gama Aviation™ AFMS-1259-01 DQ-17-005 Page: 2 of 8 Table of Contents Table Of COntents.... cc ccccccecenneee eet e ene c ec te ee er ener Acne eee CCA EEI CREEL DEE EEEECLUEE DECC DOES OHSS EEE EERE Epo nH A ROn EEE Tad ee tae 2 1 GOT alee ccc enct esn caes t nec snaecv ascone s ens ceans enasuvtensa irens 2 2 LIMITATIONS oe le cate e tec cenee tenses teeereecnecaeen ens eeneeeeeresieeneeneeenesnteeneterersdenneseeetereessenesennesieriagenaee 5 3 Abnormal / Emergency Procedures o . . c e c s cesrce n ser en aecrne tn aet sae inaegs 6 4 Normal Procedures... ccscccecssccsscsseersensrsrenecsseeestecsereeeeesereeasesssereneesnesieasseaeasenasiesecerasietereeres 7 5 POHOPMANCE icc ne ES USERS EOE E EEC er CIEE SOR CC nH Onde Eeadee 7 6 Weight and Balance/Equipment List .... ccc ccecseceesseercertrertenseeseenteseneeesiaeeecadessnnesesiescaey 7 7 SySteM DeSCTIPLIONS oe eccc ce ccc ete ete cnee ener nce Deer UE ERE Erne ETE E rand C cord anne Aco nee pda etredeepaneseautecaaes 8 8 Handling, Servicing and Maintenance... ce nec trei tce nrscnestiaetinecnierniesages 8 3 SUPPIOMENES.....c cee cesecccsesensseserereeseseeeseeeeeeeeceaseeseeeeeCUeCHeEFOOEE DOE DIEESSEOED LOMAS ECEES HEEL Cen ueeateevaaes 8 10 Safety INPOPM Aton... ccc eter eee nee een OEE OnE COLES COUPE rnE EEE OE DEy OnE e erp S Pree Eco nara de teaaee 8 Amendment record Reason for Issue Issue 1 Initial issue Updated text per meeting with the CAA Document updated to the GAEL template. Pilot's Guide: 190-00356-00 updated to Rev J GNS-W is the RNAV primary system and TAW-B capability. Updates per feedback from EASA Typo correction page 5. Updated table in 1.2 for TAWS-B paragraph references. Updated requirements for remote annunciation. Amend second Comm and Nav/GPS requirements in 1.1. Add ADF and alternate equipment requirements in section 2.3 3 4 5 6 7 8 1 General 1.1. The | aircraft is installed with a Garmin GPS, navigation/communication DQ reference 11-120 14.263 15-076 15-140 15-183 16-022 17-005 unit in the number one system position. A second VHF navigation or certified GPS system is installed in the number two system position. Garmin units approved within this supplement are: GNS430W, GNS430AW, GNS530W, GNS5S30AW, GNS530W-TAWS & GNSS30AW-TAWS (hereafter referred to as the GNS-W). GPS system status is via the annunciators built-in to the GNS-W unit, unless an MD41-14xx GPS Annunciation Unit is required due to the position of the GNS-W falling outside the ‘Normal’ or ‘Primary Maximum’ field of view. Alternatively, the aircraft may be equipped with an EFIS HSI containing the required GPS annunciators. The GNS-W is a fully integrated panel mounted unit, which contains a VHF communications transceiver, a VOR/ILS receiver, and a Global Positioning System (GPS) and a navigation computer. The GNS-W has Receiver Autonomous Integrity Monitoring (RAIM) to assess the integrity of Global Positioning System (GPS) signals. RAIM ensures that the available satellite geometry will allow the receiver to calculate a position within a specified protection limit: . . . . 4 NM for oceanic 2 NM for en route 1 NM for terminal 0.3 NM for non-precision approaches DF 2¢ & Copyright Gama Aviation (Engineering) Lid AFMS-1259-01 Gama Aviation™ veeue: 8 DQ-17-005 Page: 3 of 8 The GNS-W interfaces with an E/HSI or CDI to provide desired course and cross track deviation display. The E/HSI can be used for GPS or radio navigation displays as selected by the pilot. A navigation source annunciator is located within the area containing primary flight instruments to indicate whether radio navigation or GPS information is being displayed. The GNS-W contains a navigation database of NDBs, VORs, Airports, airspace and SIDs/STARs. The database is maintained on a 28-day cycle. The GNS-W allows the pilot to create up to 20 flight plans, with up to 31 waypoints in each flight plan. The unit can store up to 1000 user waypoint locations. The GNS-W uses a flashing “MSG” annunciator at the bottom of the screen (directly above the MSG key) to alert the pilot of any important information or warnings. While most messages are advisory in nature, warning messages may require the pilot's intervention. Leg sequencing is automatic within the GNS-W. For installations with electronic HSIs the course pointer is automatically slewed to the next waypoint. For installations with electro/mechanical HSls the course pointer is changed to the next waypoint by the pilot with a prompt provided by the GNS-W. The pilot will receive a visual MSG advising of approach to a waypoint and in mechanical HSI installations, a prompt to reset the course pointer to the next leg. The GNS-W can provide external outputs to a compatible EFIS system (Garmin G600/500, Aspen EFD1000, Sandel SN3500 etc). Where required, an MD41-14xx annunciator acts as a “repeater” for icons/ displays on the GNS-W: VLOC: GPS: TERM: APR: WPT: MSG: INTG: 1.2. NAV or ILS information presented on the HSi or CDI GPS information presented on the HSI or CDi indicates aircraft is within 30 miles of departure or arrival airport indicates the LPV or LNAV approach is active indicates reaching a waypoint indicates that GNS-W message(s) are active indicates GNS-W detected a position error or the GNS-W is unable to calculate the integrity of the position GNS-W options on aircraft The following table defines which sections of this AFMS are applicable to this installation on the aircraft: Installed or Enabled GNS430W / AW wl GNS530W / AW olojoloioloi Option GNS530W TAWS / AW TAWS GNS530W TAWS / AW TAWS with TAWS installed TAWS-B Capability TAWS-B remote annunciation Autopilot capable of coupled LPV approach DF 29 AFMS Ref: Sections 1 - 10 (excluding TAWS information) Sections 1 — 10 (excluding TAWS information) Sections 1 ~ 10 (excluding TAWS information) Sections 1-10 Section 1.7, Section 2.11, Section 3.2 & Section 4.2 Section 1.7 para 3 Section 2.7 29 Copyright Gama Aviation (Engineering) Lid Gama Aviation™ AFMS~1259-01 DQ-17-005 Page: 4 of 8 1.3. The GPS receiver meets the performance requiremenis of ETSO and approach). 1.4. Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of America. 1.5. Pilot's Guide for GNS400W: 190-00356-00 Rev. J (or later version). Pilot's Guide for GNS500W (including TAWS): 190-00357-00 Rev. J (or later version). This pilot's guide must be immediately available to the flight crew whenever navigation is predicated on the use of the system. in addition to the Pilot's Guide, the appropriate Pilot's Guide Addendum and Supplements must be immediately available to the flight crew if lightning detection, Traffic Advisory System (TAS), or if primary means oceanic/remote navigation is conducted. 1.6 This change is does not introduce TAWS-B, however an existing GNS unit with TAWS-B installed under a pre-existing approved change can be upgraded to GNS-W unit. 1.7 Installations with existing TAWS-B 1. (en route, terminal, only: The primary function of the TAWS-B awareness. TAWS-B functions are: o C146a portion of the system is to provide terrain situational Excessive Descent Rate Alert (GPWS mode 1) o Negative Climb Rate After Take-off Alert (GPWS mode 3) o Altitude advisory aural alert message “Five-Hundred” (GPWS mode 6) o Premature Descent Alert (PDA) o Forward Looking Terrain Avoidance (FLTA) = Reduced Required Terrain Clearance = Reduced Required Obstacle Clearance «Imminent Terrain impact =» imminent Obstacle Impact 2. TAWS audio is routed to the direct un-switched input of each pilot's audio system. 3. TAWS visual warnings are shown on the GNS530W-TAWS or via a dedicated annunciation control panel (if installed). TERR NHB DF 2¢ «@ Copyright Gama Aviation (Engineoring) Ltd AFMS-1259-01 Gama Aviation” Tesuer 8 DQ-17-005 Page: 5 of 8 These switches are dimmed via the instrument panel lighting bus or the unit's internal photocell: the annunciation colours/ control functions are: Indicator/ control Colour PULL UP lamp RED TERR lamp AMBER __| TERR N/A lamp AMBER _| TEST switch : TERR INHB lamp/ switch =| WHITE 2 24, Function indicates terrain warnings Indicates terrain cautions Indicates TAWS inoperative Provides press-to-test function for TAWS Inhibits FLTA/PDA alerting functions when pressed Limitations The GNS-W shall be the primary RNAV system on this aircraft and meets the requirements of: . EASA AMC20-5 requirements for use of the Navstar Global positioning system . RNAVS5 requirements of EASA AMC20-4 (BRNAV) e PRNAV operations in accordance with JAA TGL-10 . GPS non-precision approaches (NPA) in accordance with AMC20-27 (see 2.2 below) . Localizer Precision with Vertical Guidance (LPV) approaches in accordance with AMC20-28. ° GPS primary means of navigation in oceanic and remote airspace. NB: This AFMS does not constitute an operational approval for any of the above. The aircraft complies with the criteria of AMC20-27 for RNP approaches to LNAV/VNAV minima, with the exception that VNAV is based on SBAS/GNSS geometric altitude. 2.3. IFR navigation predicated upon the GPS Receiver requires that: The No.1 position GNS-W is serviceable upon dispatch of the aircraft The second VHF navigation is serviceable upon dispatch of the aircraft The DME is serviceable upon dispatch of the aircraft Alternative communication systems are serviceable, e.g. the ATC transponder. An ADF system is installed and operational when a procedure is to be flown that requires use of an NDB A second VHF Com is installed and operational for all flights operated in notified airspace under Part CAT of EU965-2012. — eaoep 2.2. 2.4, GPS operation in oceanic and remote areas is only permitted when operation of the aircraft is limited to latitudes between 73° North and 60° South, unless magnetic variation is manually entered by the pilot. 2.5, Navigation predicated upon the GPS Receiver is prohibited unless the pilot verifies the data base is current or verifies each selected waypoint for accuracy by reference to current approved data. 2.6. Instrument approach navigation predicated upon the GPS receiver must be accomplished in accordance with approved approach procedures that are retrieved from the GPS database. Manual selection/ modification of waypoints is prohibited. 2.7 Autopilot-coupled instrument approaches must be flown in autopilot Approach mode (NAV mode in some systems) replicating a standard ILS approach. DF ze #9 Copyright Gama Aviation (Engineering) Lid Gama Aviation™ AFMS-1259-01 sue: 8 DQ-17-005 Page: 6 of 8 2.8. Instrument approaches using the GPS receiver must be conducted in the GPS Approach mode (automatically selected at the final approach fix (FAF) and RAIM must be available at the FAF. 2.9. Use of the GPS receiver to fly approaches, not approved for GPS, is prohibited. 2.10. If not previously defined, the following default settings must be made in the “AUX Pages, SETUP Page, UNITS/POSITION” menu option prior to operation: refer to the pilot's guide for procedure if necessary: . dis, spd kt (sets navigation units to “nautical miles” and “knots”) . alt, vs ft fpm (sets altitude units to “feet” and “feet per minute’) . map datum WGS 84 (sets map datum to WGS-84, see note below) . posn deg-min (sets navigation grid units to decimal minutes) NOTE: In some areas outside the United States, datum other than WGS-84 or NAD-83 may be used. If the GNS-W unit is authorized for use by the appropriate Airworthiness authority, the required geodetic datum must be set in the GNS-W prior to its use for navigation. 2.11 Installations with existing TAWS-B only: Navigation must not be predicated upon with the use of the TAWS. NOTE: The terrain display is intended to serve as a situational awareness tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base decisions and plan manoeuvres to avoid terrain or obstacles. To avoid giving unwanted alerts, the TAWS not included in the airport database. must be inhibited when landing at an airport that is Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with terrain/obstacle warnings from TAWS. The TAWS database has an area of coverage from North 75° Latitude to South 60° Latitude in all longitudes. NOTE: The available. 3 area of coverage may be modified, as additional terrain data sources become Abnormal / Emergency Procedures For detailed operating instructions, refer to the Pilot's Guide and optional displays addendum. 3.1 ‘RAIM Position Warning’ message displayed or ‘Loss of Integrity - Cross Check Nav’ message displayed. Discontinue use of the GNS-W and use another suitable source of navigation. 3.2 Installations with existing TAWS-B only: If a terrain awareness CAUTION occurs, take positive corrective action until the alert ceases. Stop descending or initiate either a climb or a turn, or both, as necessary, based on analysis of all available instruments and information. if a terrain awareness WARNING occurs, immediately initiate and continue a climb that will provide maximum terrain clearance, or any similar approved vertical terrain escape manoeuvre, until all alerts cease. Only vertical manoeuvres are recommended, unless either operating in visual meteorological conditions (VMC), or the pilot determines, based on all available DF 29 © Copyrighl Gama Aviation (Engineering) Ltd Gama Aviation wie: AFMS-1259-01 Iesue! 8 DQ-17-005 Page: 7 of 8 information, that turning in addition to the vertical escape manoeuvre action, or both. is the safest course of The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions may be inhibited to stop alerting for acceptable flight conditions (such as below glide slope manoeuvres). Pilots should use discretion when inhibiting TAWS and always remember to enable the system when appropriate. Only the FLTA and PDA alerts are disabled in the inhibit mode; GPWS 4 4, i Normal modes 1, 3 and 6 remain active. Procedures Refer to the GNS-W’s Pilot's Guide. Particularly in installations that do not have dedicated annunciators in the primary field of view, pilots must take care to ensure that they monitor carefully the annunciator and system status messages on the front of the GNS-W unit. 4. 2 Installations with existing TAWS-B only: During power-up, check that the terrain/obstacle database versions are displayed along with a disclaimer to the pilot. At the same time, as TAWS self-test begins, check that the “TAWS System Test OK” aural messages is generated. If the unit's navigation information is not available or invalid, utilize remaining operational navigation equipment as required. In this situation, TAWS will not be available; a white ‘TER N/A’ or red ‘TER FAIL’ annunciator will be displayed in the lower left corner of the unit's display. If "RAIM position warning” message is displayed the unit will flag and no longer provide GPS based navigational guidance. The crew should revert to the unit's VOR/ILS receiver or an alternate means of navigation other than the unit's GPS receiver. TAWS will not be available and a white ‘TER N/A’ status annunciator will be displayed by the unit. It the white “TER N/A" status annunciator is displayed by the unit, the system will no longer provide TAWS alerting or display relative terrain elevations. The crew must maintain compliance with procedures that ensure minimum terrain separation. If the red "TER FAIL" status annunciator is displayed by the unit, the system will no longer provide TAWS alerting or display relative terrain elevations. The crew must maintain compliance with procedures that ensure minimum terrain separation. \f a"TAWS has failed" message is displayed by the unit, the system will no longer provide TAWS alerting or display relative terrain elevations. The crew must maintain compliance with procedures that ensure minimum terrain separation. 5 Performance No change from basic aircraft handbook. Weight and Balance/Equipmenit List 6 Refer to revised organisation. DF 2¢ aircraft weight and balance information provided by the installation © Copyright Gama Aviation (Engineering) Ltd Gama Aviation™ AFMS-1259-01 Issue: 8 DQ-17-005 Page: 8 of 8 7 System Descriptions Refer to the Pilot's Guide. 8 Handling, Servicing and Maintenance Refer to ICA document, as listed on the Gama Aviation (Engineering) Limited (GAEL) Master Documents List (MDL) for this change. 9 Supplements None. 10 Safety Information None. This supplement is to be inserted in the aircraft Flight Manual and the record sheet amended accordingly. DF 28 © Copyright Gama Avialion (Engineering) Lid GARMIN Ltd. or its subsidiaries clo GARMIN International, Inc. 1200 E. 1fist Street Olathe, Kansas FAA APPROVED 66062 U.S.A. AIRPLANE FLIGHT MANUAL SUPPLEMENT GFC 500 Autopilot with ESP Installed in Piper PA-28-180 / 160 / 150 / 140 And Piper PA-28-181 / 161 / 151 Dwg. Number: 190-02291-07 Rev. § This Supplement must be attached to the FAA Approved Airplane Flight Manual when the The GFC 500 Autopilot system is installed in accordance with STC SAO1866WI. information contained herein supplements the information of the basic Airplane Flight For Limitations, Procedures, and Performance information not contained in this Manual. Supplement consult the basic Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Airplane Serial Number: Airplane Registration Number: FAA Approved By: Robert G. Murray ODA STC Unit Administrator Garmin International, Inc ODA-240087-CE Date: 3/15 Lot 28-8390087 OE-KBS © Copyright 2018, 2019 Gannin Ltd. or its subsidiaries All Rights Reserved Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express prior written consent of Garmin. Garmin hereby grants permission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed and to print one copy of this manual or of any revision hereto, provided (hat such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribulion of this manual or any revision hereto is strictly prohibited. Garmin Intemational, Inc. 1200 E. 151" Street Olathe, KS 66062 USA Telephone: 913-397-8200 www.garmin.com AFMS — GFC 500 Autopilot in Piper PA-28 Series 190-02291-07 Rev. 5 Garmin International, Inc Log of Revisions FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT GFC 500 Autopilot with ESP Installed in Piper PA-28-180 / 160 / 150 / 140 And Piper PA-28-184 / 161 / 154 REV No. PAGE NO(S) DESCRIPTION DATE OF APPROVAL 1 ALL Original Issue 03/16/2018 2 ALL Added VNAV 07/27/2018 3 ALL Added PA-28-140 08/29/2018 4 ALL Corrected Typographical Errors 01/18/20019 | Robert G. Murray Garmin ODA STC Unit Administrator 5 All Added G3X Information See Cover See Cover FAA APPROVED Erik Frisk Garmin ODA STC Unit Administrator Paul Mast Garmin ODA STC Unit Administrator Evik Frisk 190-02291-07 Rev. 5 Garmin ODA STC Unit Administrator AFMS — GFC 500 Autopilot in Piper PA-28 Series Page i This page intentionally left blank AFMS — GFC 500 Autopilot in Piper PA-28 Series Page ii 190-02291-07 Rev. 5 Table of Contents Section 1 ~ General USE OF THE SUPPLEMENT ABBREVIATIONS AND TERMINOLOGY INSTALLED EQUIPMENT INTERFACES INSTALLED FEATURES CHECKLIST 1-1 1-1 1-2 4-3 14 Section 2 — Limitations 2-1 Section 3 - Emergency Procedures AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY AUTOPILOT FAILURE / ABNORMAL DISCONNECT PITCH TRIM FAILURE ESP ACTIVATION OVERSPEED PROTECTION (MAXSPD) UNDERSPEED PROTECTION (MINSPD) Section 3A — Non-Normal Procedures AUTOPILOT ABNORMAL DISCONNECT AUTOPILOT PRE-FLIGHT TEST FAIL MANUAL AUTOPILOT DISCONNECT LOSS OF NAVIGATION INFORMATION LOSS OF AIRSPEED DATA LOSS OF ALTITUDE DATA LOSS OF GPS INFORMATION HEADING DATA SOURCE FAILURE ELEVATOR MISTRIM (AUTOTRIM) 3-1 3-4 3-2 3-2 3-2 3-3 3-3 3-5 3-5 3-5 3-5 3-5 3-6 Section 4 — Normal Procedures 4-1 3-6 3-6 3-7 3-7 4-4 GFC 500 POWER UP FLIGHT DIRECTOR / AUTOPILOT NORMAL OPERATING PROCEDURES. 4-2 VERTICAL MODES VERTICAL SPEED (VS) MODE .....esccsesseeccssesseresseresneesseccnseesurecevecsnessnnedsuersurseesussseusieuessuesenvensecssese 4-2 INDICATED AIRSPEED (IAS) MODE .......cecssescstseestssssecsssessescsneesuecaneesevecsuisesnneceerssaveeseserenseaveceseesuee 4-2 ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....seccssscssseccsnescsescntersetecssseensesensersnetssseseeetevess 4-2 VERTICAL NAVIGATION (VNAV)......ccccscccsscsssseesseessacsesuecsusecsueessseseneesuneccasestasecsuscusecnusesneaeeyeegaeseenees 4-3 iSbesesesDIGIS Se UDG sscsssacssagieesessssessenseseessensen 44 GO AROUND .W..... ee sessecceneeseteerererneeseeseense sessvebibeesbecnans MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED .......ccescsesesneessseessieesneeesnssnueessetesiuneseceentersse 4-4 4-5 LATERAL MODES HEADING MODE 190-02291-07 Rev. 5 (HDG) 0... cs eeccesnscrerersesessessnscseescreecoesereasserecesesnessiecensussavsosassersenesesdieensasentenieese 4-5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page iii (TRK) ceeseeesenteuneeenne : 4-5 4-5 NAVIGATION (VOR) NAVIGATION (GPS) ....scssssscsstsssssscocesssyectesesessecsssesesnsessssesssscssesesnscssssesssessseasayeeanee 4-6 APPROACHES 4-7 ILS wae 4-7 LOC (GS oul)......... Ss se ucev se cseu nse esrces nes 14-8 GPS Approach (LPV, LNAV/VNAV, LP+V, or LNAV#V) .....cccsecesssessssesssesssueesssessnsscnsecssseesseesssesseeesses 4-9 TRACK MODE GPS Approach (LP, LNAV)......ccsssccscsssssssssssssctssssstssseceesseseessusecsesnensuarensereess 4-9 BC. 4-10 . VOR Approach. 4-11 DISABLING ESP 4-12 Section 5 — Performance 5-1 Section 6 = Weight and Balance 6-1 Section 7 — System Description 7-1 AFCS OVERVIEW AUTOPILOT CONTROL UNIT AND DISPLAY PREFLIGHT TEST MESSAGES AND ANNUNCIATIONS LIGHTING AFMS—GFC 500 Autopilotin PiperPA-28 Series Page iv 7-1 7-4 7-7 7-7 7-8 = = 190-02291-07Rev.5 SECTION 1 —- GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by installation of the Garmin GFC 500 Autopilot system in accordance with Garmin International, Inc. approved dala. The information in this supplement supersedes or adds to the basic POH/AFM only as sel forth below. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. USE OF THE SUPPLEMENT The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the supplement: WARNING Operating procedures, techniques, etc., which may result in personal injury or loss of life if not carefully followed. CAUTION Operating procedures, techniques, etc., which may resull in damage to equipment if nat carefully followed. NOTE Operaling procedures, techniques, etc., which is considered essential to emphasize. 190-02291-07 Rev. 5 AFMS — GFCG 500 Autopilot in Piper PA-28 Series Page 1-1 ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the airplane flight manual supplement AFCS Automatic Flight Control System AFM Airplane Flight Manual LNAV/VNAV Lateral Navigation / Vertical Navigation Approach Localizer (no glideslope available) AFMS Airplane Flight Manual Supplement Loc AGL Above Ground Level LP Localizer Performance AHRS Altitude and Heading Reference LP+V Localizer Performance with Advisory ALT System Allitude LPV AP Autopilot Localizer Performance with Vertical Guidance Vertical Guidance / APR Approach LVL Level ATC Air Traffic Control MDA Minimum Descent Allitude BC cDI Back Course Approach Course Deviation Indicator MPH PFT Miles per Hour Preflight Test Pilot's Operating Handbook Supplemental Type Certificale DA Decision Allitude POH DISC Disconnect STc DWG Drawing TO Takeoff ESP Electronic Stability and Protection TRK Track , FAA Federal Aviation Administration VHF Very High Frequency FAF Final Approach Fix VOR VHF Omni-directional Range FD Flight Director VS Vertical Speed GA Go Around GFC 500 Garmin Autopilot GMC Autopilot Mode Control Panel 507 GNSS Global Navigation Satellite System GPS Global Positioning System Gs Glideslope GSA Garmin Servo Actuator HDG AFCS heading mode IAS Indicated Airspeed {LS Instrument Landing System INT Interrupt KIAS Knots Indicated Airspeed KT Knot LNAV Lateral Navigation LNAV+V Lateral Navigation with Advisory Vertical Guidance | | AFMS ~ GFC 500 Autopilot in Piper PA-28 Series Page 1-2 190-02291-07 Rev. 5 INSTALLED EQUIPMENT INTERFACES The following is the list of installed equipment and functions associaled with the GFC this airplane. 500 Autopilot installation in Table 1-1: Table of installed Equipment interfaces DEVICE TYPE Additional Information Manufacturer/ Model If nol installed, note N/A Is Navigator #1 interfaced to GFC 500? GPS Navigator #1 GNS430W i YES O No Is VHF Nav Radio #1 inlerfaced to GFC 500? VHF Nav Radio #1 GNS430W {7 YES ONo VHF Nav Radio #2 Pitch Trim Servo Garmin GSA28 190-02291-07 Rev. 5 ~ AFMS — GFC 500 Aulopilot in Piper PA-28 Series Page 1~3 INSTALLED FEATURES CHECKLIST The checked autopilot modes and features are available on this aircraft Basic AP Features Electronic Stability and Protection EX] Flight Director IX] Pitch/Roll Attitude wi Electric Pitch Trim [X] High Speed Protection &] Overspeed Protection wi Low Speed Protection kK Underspeed Protection Vertical Autopilot Modes Lateral Autopilot Modes EX] Pitch (PIT) [X] Levet (Zero vertical speed) [X] Go Around (GA) EX] Roll (ROL) &] Level (Wings Level) [<] Go Around (GA) EJ Altitude Hold a Heading Xl Vertical Speed fl Track El Altitude Capture via Altitude Preselect wi GPS Navigation [] Indicated Airspeed (IAS) w VHF Navigation Zi Vertical Navigation (VNAV) wi Approach Mode Zi GPS Approach Glidepath wi ILS Glideslope AFMS —- GFC 500 Autopilot in Piper PA-28 Series Page 1-4 W cps WZ voriLoc 190-02291-07 Rev. 5 SECTION 2 — LIMITATIONS The Garmin G5 Electronic Flight Instrument Pilot’s Guide for Certified Aircraft, part number 190-01112-12 (or later approved revisions), must be immediately available to the flight crew (when G5 is installed). Rev B The Garmin G3X Touch Pilot’s Guide for Certified Aircraft, part number 190-02472-00, Rev A (or later approved revisions) must be immediately available to (he flight crew (when G3X EFIS system is installed). This AFMS is applicable to the software versions shown below: Software Item Software Version (or later FAA Approved version for this STC) G5 Software Version 5.70 G3X Software Version 8.00 A pilot must be seated in the left pilot's seat, with seatbell fastened, during all autopilot operations Do not use autopilot during takeoff and landing. The GFC 500 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or manual electric trim. The maximum fuel imbalance with the autopilot engaged is 10 gallons. The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet AGL during all other operations. The GFC 500 autopilot is approved for Category 1 precision approaches and non-precision approaches only. Autopilot Engagement Speed Minimum Maximum 190-02291-07 Rev. 5 7 65 KIAS (75 MPH) 140 KIAS (160 MPH) AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 2~1 This page intentionally left blank AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 2-2 190-02291-07 Rev. 5 SECTION 3 - EMERGENCY PROCEDURES These steps are printed in bold in the Some emergency situations require immediate memorized corrective action. emergency procedures and should be accomplished wilhoul the aid of the checklist. AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY If the airplane deviates unexpectedly from the planned flight path: 1. Control Wheel 2. AP DISC / TRIM INT Button GRIP FIRMLY PRESS AND HOLD (Be prepared for high elevator control forces) Aircraft Attitude ...... cesses MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE Do not release lhe AP DISC / TRIM INT Button until after pulling the AUTOPILOT Circuit Breaker. Elevator Trim... ccccetseseenesscceescescseneenertereetene RE-TRIM if necessary using Elevator Tab Wheel AUTOPILOT Circuit Breakel........ccccccesecssssecssenseerecesesesassecsnsessansensnsonesnarerseenesannenserenenneees » PULL NOTE Pulling the AUTOPILOT circuit breaker will render the autopilot and ESP inoperalive. RELEASE AP DISC / TRIM INT Button WARNING The trim will operate in the direction opposing In flight, do nol overpower the autopilot. overpower force, which will result in large out-of-trim forces. the Do not attempt to re-engage the autopilot or use manual electric pitch trim until the cause of the malfunction has been corrected. 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 3-1 AUTOPILOT FAILURE / ABNORMAL DISCONNECT (Red AP in autopilot status box on display, continuous aural disconnect tone.) 1. AP DISC / TRIM INT Button or G5 Knob or G3X Autopilot Status Bar....... PRESS AND RELEASE (to cancel disconnect tone) 2. Aircraft Atlilude . MAINTAIN / REGAIN AIRCRAFT CONTROL NOTE The autopilot disconnect may be accompanied by a red AFCS in the autopilot status box, indicating the automatic flight control system has failed. The flight director will not be available and the autopilot cannot be re-engaged with this annunciation present. If the disconnect is accompanied by an amber AP with a red X, the autopilot will not be available however the flight director stil be functional. In the event of a GMC failure, pressing the G5 knob or G3X Autopilot status bar will acknowledge the disconnect tone. PITCH TRIM FAILURE (Red PTRIM on G5 or G3X display.) This failure will only occur if the optional pitch trim servo is installed. 1. Indicates a 2. COMUOL Wheel ose ceccssesctseresescesstsssensssenensenstsneucnentereseosessensecaccosssesseneetensereeasataeanes GRIP FIRMLY 3. AP DISC / TRIM INT Button... ceeeeseneetsesesrenssneessetensestsenensscnueeee PRESS and RELEASE 4. Elevator THM... failure of the pitch trim servo, (Be prepared for high elevator control forces) see pescsssgeceececneeneenneevenserneacetenss AS REQUIRED USING ELEVATOR TAB WHEEL NOTE The autopilot may be re-engaged. Refer to the normal MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED, procedures section of this AFMS, ESP ACTIVATION 1. Power. 2. Aircraft Attitude............. sete reonenentenecsrnineses MAINTAIN / REGAIN AIRCRAFT CONTROL AS REQUIRED NOTE lf ESP is active for approximately 10 seconds, the aulopilot will automatically engage in LVL mode, an aural ‘ENGAGING AUTOPILOT’ will be played, (or a Sonalert tone will sound for installations without a supported audio panel) and the autopilot will roll the wings level and fly al zero-vertical speed. Refer to Section 7, System Description for further information. ESP will be disabled by pressing and holding the AP DISC / TRIM button will allow ESP to function AFMS —- GFC 500 Autopilot in Piper PA-28 Series Page 3-2 INT button. Releasing the 190-02291-07 Rev. 5 OVERSPEED PROTECTION (MAXSPD) (MAXSPD displayed on G5 or G3X, AIRSPEED — AIRSPEED Aural sounds.) 1. Power. REDUCE 2. Aircraft Attitude and Altitude MONITOR Afler overspeed condition is corrected: ic. 4, Ce) ©) | (0) RESELECT VERTICAL AND LATERAL MODES (if necessary) Sn ADJUST as necessary . .esecsecespes s ecqrsecasnecs se s esnecenuese POWED NOTE Autopilot Overspeed Protection Mode provides a pitch up command to maintain 140 KIAS (160 MPH). UNDERSPEED PROTECTION (MINSPD) (MINSPD displayed on G5 or G3X, AIRSPEED — AIRSPEED Aural sounds.) 4. POWED..etteoenreeee 2. Aircraft Attitude and Altitude INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED MONITOR Afler underspeed condition is corrected: 3B. AULOpilO .. oe ccecceseetseseseeesenseesenees RESELECT VERTICAL AND LATERAL MODES 4, POWER occ ce tsenctes centser setcon ens etc ersone neotnse (if necessary) .. ADJUST as necessary NOTE Autopilot Underspeed Protection Mode provides a pitch down command to maintain 65 KIAS (75 MPH). 190-02291-07 Rev. 5 7 7 AFMS — GFC 500 Autopilal in Piper PA-28 Series Page 3-3 This page intentionally left blank AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 3-4 190-02291-07 Rev. 5 SECTION 3A —- NON-NORMAL PROCEDURES AUTOPILOT ABNORMAL DISCONNECT (Red AP in the G5 or G3X autopilot status box, continuous aural disconnect tone.) 1. AP DISC / TRIM INT Button... 2. Aircraft AttitUde.... ce sees nesssaseenscnneneens MAINTAIN / REGAIN AIRCRAFT CONTROL cece eeeseeneneneneaeerereeerenenranevacssanata PRESS AND RELEASE (to cancel disconnect tone) NOTE The autopilot disconnect may be accompanied by a red AFCS in the autopilot status box, indicating the automatic flight control system has failed. The flight director will not be available and the autopilot cannot be re-engaged with this annunciation present. {f the disconnect is accompanied by an amber AP with a red X, the autopilot will not be available however the flight director will still be functional. AUTOPILOT PRE-FLIGHT TEST FAIL (Amber AP with a red X in G5 or G3X autopilot status box.) 1. Indicates the AFCS system failed the automatic Pre-Flight test. elevator trim are inoperative. Flight director will still function. MANUAL AUTOPILOT The autopilot, ESP, and electric DISCONNECT If necessary, the autopilot may be manually disconnected using any one of the following methods: 1. AP DISC / TRIM INT Button. PRESS and RELEASE (Pilot’s control wheel) 2. AP Key. 3. Pitch Trim SWIRCH 0... eee sescecseeeecneeceaesee pesenessteessoesaesenecnasaesevacenensensquenssansenesepateeessesarsenes ACTIVATE 4. AUTOPILOT Circuit Breaker... LOSS OF NAVIGATION we PRESS cect ceneessesesesseeteneseesesnersessasasseentecsasenseesaseees abso ssee PULL INFORMATION (Amber GPS, VOR, LOC, or BC flashes for 10 seconds on G5 or G3X.) NOTE If a navigation signal is lost while the aulopilot is tracking it, the autopilot will roll the aircraft wings level and default to roll mode (ROL). 1. GMC 507 Made Panel. 2. NAV SOUCE wo. FB. NAV Key. ccsccressserseseiessesennseensesenessenssisliaresserrerseeeseseeensiee ine sebtbadatssssosachébevecevevensnsonen PRESS SELECT HDG made and SET desired heading tecseetensceeeneteeseesnesacesseesscnseeecsonsneneneonsaeceressenees SELECT a valid NAV source If on an instrument approach ai the time the navigation signal is lost: 4, Missed Approach Procedure... ..cccccccsccseecsesceerseteeenteireenssenetserseneanses EXECUTE 190-02291-07 Rev. 5 (as applicable) AFMS —- GFC 500 Autopilot in Piper PA-28 Series Page 3-5 LOSS OF AIRSPEED DATA (Red X through airspeed tape on the G5 or G3X display, amber AP with a red X in autopilot status box.) NOTE lf airspeed data is lost while the autopilot is tracking airspeed, the flight director will default to pitch mode (PIT). 1. AP DISC / TRIM INT Button... eeesiseseectsecumeecestreeeseseesnseneessenees PRESS AND RELEASE 2. Aircraft Attitude... ccccscsectsceserseceeteeeteeesstisesertneees MAINTAIN / REGAIN AIRCRAFT CONTROL 3. Manual Elevator Tritt) ......ccccccccsesesseseneeeecseresseeeeeessesssensreveessnaeneesatenecenanesasaaeeventenes TRIM as required (to cancel disconnect tone) NOTE The autopilot cannot be re-engaged. The flight director is available however [AS mode cannot be selected. Loss of airspeed will be accompanied by a red PTRIM indication on the G5 or G3X (if a pitch trim servo is installed). LOSS OF ALTITUDE DATA (Red X through altitude tape on the G5 or G3X display.) NOTE If altitude data is lost while the autopilot is tracking altitude, the autopilot will default to pilch mode (PIT). 1. AUtOpilot oo cece sees ssseneucssssssectecsaneteusieeressasssessseessuaeeteuseecseaenas SELECT different vertical mode LOSS OF GPS INFORMATION (GPS position information is lost lo the autopilot.) NOTE \f GPS position data is lost while the autopilot is tracking a GPS, VOR, LOC or BC course, the autopilot will default to roll mode (ROL). The autopilot will default to pilch mode if GPS The autopilot uses GPS aiding in VOR, LOC and BC lost while tracking an ILS. i i SELECT different lateral and vertical mode (as necessary) 1. If on an instrument approach: e AP DISC/ TRIM INT button .PRESS, Continue the approach manually Or e =©Missed Approach Procedure... AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 3-6 .. EXECUTE (as applicable) 190-02291-07 Rev. 5 HEADING DATA SOURCE FAILURE Wilhout a heading source to the navigator, GPSS will not be provided to the autopilot for heading legs. Navigator map cannot be oriented heading up. Track information will be displayed on the G5 or G3X. 1. SELECT different lateral mode Autopilot ELEVATOR MISTRIM (AUTOTRIM) (Amber TRIM UP or TRIM DOWN displayed on the G5 or G3X.) {f a pitch trim servo is not installed, refer to the Indicates a mistrim of the elevator while the autopilot is engaged. Ifa pitch trim normal procedures section of this AFMS, MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED. However, during rapid acceleralion, servo is installed, the autopilot will normally trim the airplane as required. deceleration, configuralion changes, or near either end of the elevator trim limits, momentary illumination of this If the autopilot is disconnected while this message is displayed, high elevator control message may occur, forces are possible. WARNING The autopilot servo Do not attempt lo overpower the aulopilot in the event of a pitch misirim. This will oppose pilot inpul and will cause pilch trim to run opposite the direction of pilot input. will lead to a significant out-of-lrim condition, resulting in large contro! wheel force when disengaging the autopilot. (fa pitch trim servo is not installed: 1. Refer to the normal procedures section of this AFMS, MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED. If a pitch trim servo is installed: NOTE Momentary display of ihe TRIM UP or TRIM DOWN large airspeed changes is normal. 1. message during configuration changes or sessuetentatseseereee GRIP FIRMLY Control Wheel. “ WARNING Be prepared for significant sustained control forces in the direction of the mistrim annunciation, be required upon For example, TRIM DOWN indicates nose down control wheel force autopilot disconnect. 2. AP DISC / TRIMINT BULION........ eens PRESS AND RELEASE 3. Manual Elevator Trim ........ tides RE-TRIM eee eee neniensenenrneser as required Electric pitch trim should be considered inoperative until the cause of the mistrim has been investigated and corrected. 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 3-7 This page intentionally left biank. AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 3-8 190-02291-07 Rev. 5 SECTION 4 —- NORMAL PROCEDURES GFC 500 POWER UP display PFT in the autopilot status box. During the preflight lest the G5 or G3X preflight test, PFT will be removed from the aulopilot status box. When the GFC 500 passes FLIGHT DIRECTOR / AUTOPILOT NORMAL OPERATING PROCEDURES Autopilot/Flight Director made annunciations are displayed at the top of the G5 Electronic Flight Instrument or the Green text indicates active autopilot/flight director top of the G3X Electronic Flight Instrument System PFD. Normal mode transitions will flash inverse video for 10 Armed modes are indicated in white text. modes. Abnormal mode transitions will flash for 10 seconds in amber text before the seconds before becoming steady. Default autopilot/flight director modes are Roll defaull mode is annunciated as the active mode in green text. (ROL) and Pitch (PIT) modes. The autopilot status box displays the autopilot engagement status as well as armed and active flight director modes. Autopilot Engagement with Flight Director Off— Upon engagement, the autopilol will be set to hold the In this case, ‘ROL’ and ‘PIT’ will be current allitude of the airplane if the flight director was not previously on. annunciated. Autopilot Engagement with Flight Director On — If the flight director is on, the autopilot will smoothly pilch and The prior flight director modes remain unchanged. roll the airplane to capture the FD command bars. Autopilot Disengagement — The most common way to disconnect the aulopilot is to press and release the AP An autopilot disconnect tone will sound and an amber AP DISC / TRIM INT button located on the control yoke. Other ways to disconnect the autopilot include: will be annuncialed on the G5 or G3X autopilot status box. — Pressing the AP Key on the GMC 507 Mode Controller — Operating the Electric Pitch Trim Switch (located on the control wheel) — Pulling the AUTOPILOT circuil breaker In the event of unexpected autopilot behavior, press and holding the AP DISC / TRIM INT button will disconnect the autopilot and remove all power lo the servos. 190-02291-07 Rev. 5 ~ AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-1 VERTICAL MODES VERTICAL SPEED (VS) MODE cscs cccssecstesereessensenspeesensertenvessensneeseneanseneeteres -eeue SET to Desired Altitude 1. Altitude Preselect 0... 2, Press VS Key, autopilot synchronizes to the airplane's current vertical speed 3, Vertical Speed Reference 4. Green ALT.. INDICATED .icccccccsssesserserenserstseseererrarteneeerene ADJUST using UP /DN Wheel . VERIFY Upon Altitude Capture AIRSPEED (IAS) MODE 1, Altitude Preselect oo 2. Press {AS Key, autopilot synchronizes to the airplane's current indicated airspeed. cee eersenenneerecssenenresssnseseen ue reererneees SET to Desired Altitude Reference ..........:.-csececscseneeetsessstenerertreniniereeneee 3. AIRSPEED 4. Adjust throttle as required 5. GreON ALT. 00... ccc ADJUST using UP / DN Wheel tere renstersetesteuetierseeieeee INCREASE POWER to climb DECREASE POWER to descend esseecessesespuceeessescosssssnnesnevspieeentuaverseseseessspesatienneerteeeeaes MERIFY Upon Altitude Capture ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE 1. When al the desired altitude ....0......cccccccepeeepeesepectsenenenenue jarseesesceuseavscversereeeevarevasvee PRESS ALT key The autopilot will hold the altitude at which the ALT key was pressed. {f climbing or descending at a high rate when the ALT key is pressed, the airplane will overshoot The amount of overshoot will depend on the vertical the reference altitude and then return to it. speed when the ALT key is pressed. The altitude reference is displayed in the autopilot status box. +/- 200 FT using the UP / DN wheel. AFMS — GFC 500 Autopitot in Piper PA-28 Series Page 4-2 The reference may be changed by 190-02291-07 Rev. 5 VERTICAL NAVIGATION (VNAV) SELECT CDI lo GPS 1. Navigation Source 2. LOAD inta the GPS navigator’s flight plan Vertical Navigation Profile ................:seseesesereeteesereesss 3. Altitude Preselect 4. GMC SET to the vertical clearance limit When ATC clearance received. 507 Mode Panoel...................0.0. PRESS VNAV within 5 minules of the top of descent (TOD) NOTE Vertical navigation will not function for the following conditions: Selected navigation source is not GPS navigation. is VOR or Localizer. VNAV will not function if the navigation source VINAV is not enabled on the GPS Navigalor If the altitude preselect is not set below the current aircraft altilude. No waypoints with altitude constraints in the flight plan Glideslope or Glidepath is the active flight director pitch made, OBS mode is active Dead Reckoning mode is active Parallel track is active Aircraft is on the ground Vertical navigation is not available between (MAP) the final approach fix (FAF) and the missed approach point ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a lower altitude than the VNAV reference altitude. This indicates the autopilot / flight director will capture the VNAV altitude ALTS will be the armed mode during the descent if the allitude preselect is set at or above the reference, VNAV reference altitude, indicaling thal the autopilot / flight director will capture the altitude preselect altitude reference. 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4~3 GO AROUND 1. GO AROUND 2. Autopilol (if engaged)............... VERIFY airplane pitches up following flight director command bars DUNON oi FB. POWED 4. GMC 5. Altitude Preselect ee ee eeeeeeeccesenseeaenereseeseaeetaets PRESS -— Verify GA/ GA on G5 or G3X autopilot will not disengage cccceseetseetecenenenseneneannesens . APPLY Go Around power 507 Mode Panel... cceeeteeeeeeees PRESS NAV lo couple to selected navigalion source PRESS HDG to Fly ATC Assigned Missed Approach Heading VERIFY Set to appropriate allitude. NOTE The pilot is responsible for initial missed approach guidance in accordance with published procedure. When the GA bution is pressed the Flight Director command bars will command goaround pitch attilude and wings level. The pilot must select the CDI to the appropriate navigation source and select the desired lateral and vertical flight director modes. MANUAL PITCH TRIM WITH AUTOPILOT ENGAGED (Amber TRIM UP or TRIM DOWN displayed on G5 or G3X.) {f the aircraft is not equipped with a pitch trim servo, the pilot must manually adjust the pitch trim when airspeed and aircraft configuration changes are made. A message will be displayed on the G5 or G3xX display lo indicate the pitch servo is holding sustained force, and the pilot must manually trim the aircraft. 1. If TRIM UP message is displayed ..............cc..ccsscseereeeseseseereeereeerersreevseeee MANUALLY 2. IF TRIM DOWN TRIM nose up message is displayed ...........ccsessscseseseseserseerenrersenes MANUALLY TRIM nose down AFMS ~ GFC 500 Autopilot in Piper PA-28 Series Page 44 190-02291-07 Rev. 5 LATERAL MODES HEADING MODE (HDG) 1. HDG Key 2. HDG/TRK Knob 3. When the airplane reaches the heading reference. bug, the autopilot will roll the wings level to track the TRACK MODE (TRK) 1, = TRK Key PRESS turn the airplane in the direction of the track bug. 2. HDG/TRK Knoby......cssescceseersreceseessenesesnsessesensessetrsieeenent Rotate to set track bug to desired track 3. When the airplane reaches the track bug, the autopilot will roll the wings level to track the reference. NAVIGATION (VOR) 1. Navigalion SOUrCe. oo. SELECT CDI to VHF NAV csi es resiers etsenrtensresresnes Tune and identify the stalion frequency. 2. COUPSE POIMMET oe... ececesercssceessnesseveeteversissiacsaeesenseeeseresteseseyiebesteaees SET CDI to the Desired Course 3. Intercepl Heading oo... cesseecenssstsssterectscsserseensntecsnees ESTABLISH in HDG, TRK or ROL mode 4. NAV Key PRESS = NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm The pilot must ensure that the current heading will result in a capture of the the VOR mode. If the CDI is one dot or less from center, the autopilot will enter the capture selected course. mode when the NAV key is pressed. 190-02291-07 Rev. 5 AFMS — GFC 500 Aulopilot in Piper PA-28 Series Page 4-5 NAVIGATION (GPS) 1. Navigation SOUrCO 0... ccscccsessestescsssssescesescossesencsseesseseneees sasneereneeareesd eveeteneaee SELECT CDI to GPS 2. WaAYPOIN oo. 3. Course Pointer eee secsec ns esces tsc e se seb s ectes es ea es aes e rsecser erne ca e s SELECT on Navigalion Source VERIFY CDI set to the Desired Course 4. Intercept Heading 5. NAV Key... ccceseecssescsereessesssessernererensenseseessseaseensseseessasstsnseees veBibisaeee Seseeeeereeevseseneeneetentaess PRESS ESTABLISH in HDG or ROL mode NOTE If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot will arm the GPS mode. The pilot must ensure that the current heading will result in a capture of the selected course. If the CDI is one dol or less from center, the autopilot will enter the capture mode when the NAV key is pressed. AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-6 190-02291-07 Rev. 5 APPROACHES ILS 1. Navigalion Source, oo... eccecccesceesececesineteseseetenteneetsstenerereaseerrenee SELECT CDI to VHF Nav Tune and Identify an ILS station frequency. 23 CD satan PSST SaaS 3. Ensure that the current heading will result in a capture of the selected course. 4. Press APR Key .... 5. Verify aaNet sigstttsieereneeee SET to front LOC course oes Y ‘a 6. Set Missed Approach Altitude in Altitude preselect. 7. At Decision Altitude (DA), e AP DISC/TRIM VERIFY LOC and GS ARMED Airplane Captures and Tracks LOC and GS : INT bulton....................... PRESS, Continue visually fora normal landing Or PRESS, Execute Missed Approach Procedure (GA) button... 2 GO AROUND « Apply GA power. NOTE Pressing the GA bulton will not disconnect the autopilot. missed approach procedure. Select NAV or HDG mode to fly the If the Course Deviation Indicator (CDI) is greater than half scale deflection, the autopilot will arm The pilot must ensure that the current heading will result in a capture of the the LOC mode. If the CDI is within half scale deflection, the autopilot will enter the caplure selected course. mode when the APR key is pressed. When the selected navigation source is an ILS, glideslope coupling is aulomatically armed when the APR key is pressed. The glideslope cannot be captured uniil the localizeris captured. The autopilot can capture the glideslope from above or below the glideslope. 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-7 LOC (GS out) 1. Navigation Source... (TaeSL ses sesneessdeiesdbesascessacsonsoesancons .. SELECT CDI to VHF Nav Tune and Identify an ILS stalion frequency. 2. Course Pointer... eee 3. Ensure that the current heading will result in a caplure of the selected course. oi vcs on roche Totes nb Site Loads bi sesseseeeatescosensteeee SET lo front LOC course 4, Press NAV Key oo. ccceessereessenensecenssstenseneensensevenesenteae VERIFY LOC ARMED 5. Airplane Captures and Tracks LOC Course 6. in ALT mode inbound to the FAF, set the altitude presetect to the next required Use VS mode to descend airplane along the vertical step downs and to the slep down allitude. 7. When in ALT mode at the MDA, sel missed approach altilude in the altitude preselect. 8. Al Missed Approach Point, MDA. e = AP DISC / TRIM INT button uo... eres PRESS, Continue visually for a normal landing Or (GA) butlon..... es ceeceeeteeees PRESS, Execute Missed Approach Procedure e GO AROUND e Apply GA power. e Set missed approach altitude in the altitude preselect. NOTE Pressing the GA button will not disconnect the autopilol. missed approach procedure. AFMS — GFC 500 Page 4-8 Autopilot in Piper PA-28 Series Select NAV or HDG mode to fly the 190-02291-07 Rev. 5 a GPS Approach (LPV, LNAV/VNAV, LP+V, or LNAV+V) ccc cecsceessetsseesercesereoreesssestaniececssasesasusseusansressessecereseese SELECT CDI to GPS Navigation SOUICE....... .VERIFY CDI sei to the Desired Course wn Course Pointer ......... Ensure that the current heading will result in a capture of the selected course. . VERIFY GPS and GP ARMED N Oar Press APR Key ............. OSs ssesserererelta rat se nsensorcatoncoreree VGTIPY see ecsesesscstersesecsersesecssntsatsenersereneeseneuedeesaveneasess Airplane Captures and Tracks GPS and GP Press ALT Key to level off al he MDA for a LP+V or LNAV+V approach At DA (LPV or LNAV/VNAV approach), or MDA and Missed Approach Point (LP+V or LNAV+V) e PRESS, AP DISC / TRIM INT button .... cece Continue visually for a normal landing Or (GA) bulton....... eee eeceeeees PRESS, Execute Missed Approach Procedure e GO AROUND e Apply GA power. e Set missed approach altitude in the allitude preselect. NOTE Select NAV or HDG Pressing the GA button will not disconnect the autopilot. missed approach procedure. mode to fly the GPS Approach (LP, LNAV) aa kk PY i Navigalion SOUrCE.......ccciecescneettesssecsrerssrsueneesinennets apteuigessserescersnacen SELECT GPS on the CDI Course Pointer... cc cscsseeesesscnsesstsstnensenenssneeversrsssecnensseas VERIFY CDI set on the Desired Course Ensure thal the current heading will result in a capture of the selected course. Jace resgracectes Press NAV Key «tasencgeasosncp adsese VERIFY GPS ARMED VGUEY iitrssssssscorcsvesccercagntgvevetrtcsorsrrsigearonipgrebiepivcaperssrtee Airplane Captures and Tracks GPS Course Once airplane is in ALT mode inbound to the FAF, set the altitude preselect to the next required Use VS made to descend airplane along the vertical step downs and to the slep down altitude. MDA. When in ALT mode at the MDA, set missed approach altitude in the altitude preselect. At Missed Approach Point, « PRESS, AP DISC/TRIMINT button. Continue visually for a normal landing Or (GA) bullton.......0 cence PRCSS, Cxecute Missed Approach Procedure e GO AROUND e Apply GA power. e Set missed approach altitude in the altitude preselect. NOTE Pressing the GA button will not disconnect the autopilot. missed approach procedure. 190-02291-07 Rev. 5 Select NAV or HDG mode to fly the AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-9 Bc 1. Navigation Source. SELECT CDI to VHF Nav Tune and Identify an ILS station frequency 2. Course Pointer ... 3. Ensure that the current heading will result in a capture of the selected course. 4. Press NAV Key ioaesivine SET CDI to LOC Front Course VERIFY BC ARMED (when heading is within 75 degrees of BC course) 5. Verify 6. Once airplane is in ALT mode inbound to the FAF, set the altitude preselect to the next required step down altitude. Use VS mode to descend airplane along the vertical slep downs and to the Airplane Captures and Tracks BC Course MDA. 7. When in ALT mode at the MDA, set missed approach allitude in the altitude preselect. 8. At Missed Approach Point: e AP DISC / TRIM INT butlon qu... eeeeeeerenee PRESS, Continue visually for a normal landing Or e GO AROUND e Apply GA power. e Set missed approach altitude in the allitude preselect. (GA) DUILON.... ee eeeeeeeee PRESS, Execute Missed Approach Procedure NOTE Pressing the GA button will not disconnect (the autopilot. missed approach procedure. AFMS —- GFC 500 Autopilot in Piper PA-28 Series Page 4-10 Select NAV or HDG mode to fly the 190-02291-07 Rev. 5 VOR Approach 1. Navigation Source. SELECT CDI to VHF Nav Tune and identify the stalion frequency 2. Course Pointer 3. Ensure that the current heading will result in a capture of the selected course. SET CDi to the Desired Course 4. Press NAV Key 5. Verify 6. Once airplane is in ALT mode inbound to the FAF, sel the altitude preselect to the next required step down altitude. Use VS mode lo descend airplane along the vertical step downs and to the .. VERIFY VOR ARMED Airplane Captures and Tracks VOR Course MDA. 7. When in ALT mode al the MDA, set missed approach altitude in the altitude preselect. 8. At Missed Approach Point: e AP DISC / TRIM INT button occ PRESS, Conlinue visually for a normal landing Or e GO AROUND (GA) button e Apply GA power. e Set missed approach altitude in the allitude preselect. .PRESS, Execute Missed Approach Procedure NOTE Pressing the GA button will not disconnect the autopilot. missed approach procedure. 190-02291-07 Rev. 5 Select NAV or HDG mode to fly the AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-11 DISABLING ESP ESP can be disabled on the G5 attitude indicator with the following procedure. the next power cycle. ESP will default to “Enabled” on 4. G5 Knob. PRESS 2. ESP SELECT 3. G5 Knob PRESS ESP can be disabled on the G3X with the following procedure. cycle. ESP will default to “Enabled” on the next power 1. Autopilot Status Box TOUCH 2. ESP Button TOUCH 3. Back Button PRESS AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 4-12 190-02201-07 Rev. 5 SECTION 5 —- PERFORMANCE No Change. 190-02291-07 Rev. 5 AFMS ~ GFC 500 Autopilot in Piper PA-28 Series Page 5-1 This page intentionally left blank AFMS ~ GFC 500 Autopilol in Piper PA-28 Series Page 5-2 190-02291-07 Rev. 5 SECTION 6 — WEIGHT AND BALANCE No change to loading information. Refer to current weight and balance reporl and equipment list for changes to empty weight(moment and installed equipment. 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 6-1 —| This page intentionally left blank. AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 6-2 190-02291-07 Rev.5 SECTION 7 — SYSTEM DESCRIPTION AFCS OVERVIEW The GFC 500 is a digital Automatic Flight Contral System (AFCS). system which provides the pilot with the following features: It is a two-axis autopilot and flight director G5 Outputs to Autopilot— The G5 flight instrument (when installed) provides attitude, rate, and acceleration information to the servos. Additionally, indicated airspeed, vertical speed, pressure altitude and GPS information are sent to the autopilot for mode control. G3X Outputs to Autopilot — The G3X electronic flight instrument system provides attitude, rate, and acceleration information to ihe servos. Additionally, indicated airspeed, vertical speed, pressure altitude and GPS information are sent to the autopilot for mode control. Flight Director (FD) — The flight director processing occurs in the G5 or G3X instrument. the flight director are displayed on the G5 or G3X autopilot stalus box. Selected modes for The flight director provides: e Command Bars showing pitch/roll guidance e Vertical / lateral mode selection and processing Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and optional pitch trim servo. It also provides servo monitoring, and automatic flight control in response to flight direclor steering commands, attitude and rate information, and airspeed. Optional Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the aulopilot is not engaged. The trim servo provides automalic pitch trim when the autopilot is engaged and the airplane is in the air. Automatic trim functionality is disabled on the ground. GMC 507 — Pilot commands to the autopilot and flight director are entered through the GMC 507 autopilot mode panel, The GMC 507 contains intemal sensors which calculate the aircraft attitude, attitude rate and accelerations. These inertial sensors are completely independent from the sensors within the G5 or G3X and the rest of the autopilot system, and are not used for the flight director, autopilot, trim or ESP functions. They are used Solely lo provide independent monitoring of the GFC 500. Airspeed and Altitude Information — The GFC 500 requires airspeed and altitude information from the G5 instrument or the G3X system. Other components of the AFCS include the GSA 28 pitch, roll, and optional pitch trim servo that also contain autopilot processors, contro! wheel mounted elevator trim switch (if trim servo is installed), control wheel mounted autopilot disconnect and trim interrupt button (AP DISC / TRIM INT), and a Go-Around (GA) button. Underspeed Protection (USP) — The GFC 500 will provide Underspeed Protection when the autopitot is engaged. When the minimum airspeed of 65 KIAS (75 MPH) is reached, a visual MINSPD message will appear above the airspeed tape and the autopilot will lower the nose to maintain 65 KIAS (75 MPH). An aural "AIRSPEED, AIRSPEED’ voice alert will sound for installations connected to an audio panel. Underspeed Protection Is inhibited when the airspeed exceeds 70 KIAS (80 MPH). Overspeed Protection (OSP) — The GFC 500 will provide Overspeed Protection when the autopilot is engaged When the maximum airspeed of 140 KIAS (160 MPH) is reached, visual MAXSPD message will appear above the airspeed tape and the autopilot will raise the nose of the aircraft to avoid exceeding 140 KIAS (160 MPH). An aural “AIRSPEED, AIRSPEED’ voice alert will sound for installations connected to an audio panel. Overspeed Protection is inhibited when the airspeed is below 135 KIAS (155 MPH). 190-02291-07 Rev. 5 AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 7-1 Coupled Go-Around — Pressing the GA button will not disengage the autopilot. Instead, the autopilot will attempt to capture and track the flight director command bars. _{f insufficient airplane performance is available to follow the commands, the autopilot will enter Underspeed Protection mode at the minimum airspeed. Electronic Stability and Protection (ESP) — The GFC 500 will provide Electronic Stability and Protection when the autopilot is not engaged. Electronic Stability and Protection (ESP) uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the airplane's normal pitch, roll and airspeed envelopes. Electronic Stability and Protection is activated when the pilot allows the airplane to exceed one or more conditions beyond normal flight as defined below: e Pitch attitude beyond normal flight (+20°, -15°) e Roll attitude beyond normal flight (45°) « High airspeed beyond normal flight (above Vue + 1 KIAS [1 MPH]) e Low airspeed below normal flight (below Vs + 5 KIAS [5 MPH]) ESP requires: e Pitch and Roll servos are installed and functioning e Autopilot not engaged e The GPS altitude above ground is more than 200 feet (for low airspeed made) e Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll) Protection for excessive Pitch, Roll, and Airspeed is provided when the limit thresholds are first exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring the airplane back within the normal flight envelope. If the airplane deviates further from the normal flight envelope, the servo torque will increase until the maximum torque level is reached in an atlempt to retum the airplane into the normal flight envelope. Once the airplane retums to within the normal flight envelope, ESP will deactivate the autopilot servos. When the nomnal flight envelope thresholds have been exceeded for more than 10 seconds, ESP Autolevel Made is activated. Autolevel Mode engages the autopilot to bring the airplane back into straight and level flight based on 0° roll angle and 0 FPM vertical speed. An aural, “ENGAGING AUTOPILOT’ (or a Sonalert tone), sounds and the Flight Director mode annunciation will indicate LVL for the pitch and roll modes. Any time an ESP mode is active, the pilot can interrupt ESP by using the Autopilot Disconnect (AP DISC / TRIM INT) switch, or simply override ESP by overpowering the autopilot servos. The pilot may also disable ESP through the G5 menu. The engagement and disengagement attilude limits are displayed with double hash marks on the rall indicator depending on the airplane attitude and whether or nol ESP is active in roll. When ESP is inactive (roll attitude within nominal limits) only the engagement limit indicalions are displayed in order to reduce clutter on the roll indicator. Display symbology implemented for ESP is illustrated in the following figures. AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 7-2 190-02291-07 Rev. 5 Engagement Limit Indication al 45° Figure 7-1: Nominal Roll Attitude ESP Engagement Limit indications Once ESP becomes active in roll, the engagement limit indication that was crossed (either Left or Right) will move to the lower disengagement limit indication. The opposite roll limit remains at the engagement limit. Lower Disengagement Limit Indication depicted at 30° after ESP activation Figure 7-2: 190-02291-07 Rev. 5 Engagement Limit Indications Upon ESP Activation AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 7-3 Disconnect Methods The following conditions will cause the autopilot lo automatically disconnect: e Electrical power failure, including pulling the AUTOPILOT circuit breaker. e Intemal autopilot system failure (including internal AHRS failure). The following pilot actions will cause the autopilot to disconnect: e Pressing the red AP DISC / TRIM INT button on the pilot's control wheel. e Actuating the manual electric trim swilch (if installed). e Pushing the AP Key on the GMC e Pulling the AUTOPILOT circuil breaker. 507 mode controller when the autopilot is engaged. The red AP DISC / TRIM INT button on the pilot's control wheel will as long as the switch is depressed. interrupt power to the manual electric trim for AUTOPILOT CONTROL UNIT AND DISPLAY nee) Figure 7-3: GMC 507 Control Unit (Reference Only) — 4900 Figure 7-4: G5 Display (Reference Only) | AFMS - GFC 500 Autopi Page 7~4 in Piper PA-28 Series 190-02291-07 Rev. 5 The following tables list the available AFCS vertical and lateral modes with their corresponding controls and annunciations. The UP/DN wheel can be used to change the vertical mode reference while operating in Pitch Increments of change and maximum ranges of values for Hold, Vertical Speed, Altitude Hold, or IAS made. each of these references using the UP/DN wheel are also listed in the table. AFCS VERTICAL MODES Pitch Hold (default) Selected Altitude Capture 20° Nose Up 415° Nose Down 7 ALTS ALT 10 FT nnnnn Altitude Hold ALT Key Vertical Speed VS Key VS nnnn 7000 100 FPM IAS Hold IAS Key IAS nnn 65 to 140 KIAS 75 to 160 MPH 1 KT 1MPH | YNW Key VNAV Vertical Path Tracking vay) VNAV Target Altitude Capture Glidepath . Glideslope APR Key Takeoff or Go Around GABulton| Level (LVL) LVL Key ESP High Pitch Engagement ESP Low Pitch Engagement ALTV GP. GS TOorGA 7 LVL Zero Vertical Speed . . . ESP High Pitch Attitude engages at 20° ° nose up ESP Low Pitch Attitude engages at 15° nose |. down rae righ ESP High Airspeed engages at above Vne + 1 ESP Low Airspeed En e ement When above 200 FT AGL, ESP Low Airspeed engages at below Vs + 5 KIAS (5 MPH). (This mode only available if height above terrain is E ngagement P gag KIAS (1 MPH) available from a compatible Garmin GPS). * ALTS arms automatically when PIT, VS, IAS, or GA is active. ** ALTV arms aulomalically Altitude. 190-02291-07 Rev. 5 if the VNAV Target Altitude is to be captured instead of the Selected AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 7-5 Roll Mode (default) Heading Select HDG Key HDG 30° Track Select TRK Key TRK 30° GPS 30° VOR 30 Navigation, GPS Arm/Capture/Track Navigation, VOR Enroute and Approach Arm/Capture/Track -—=< Navigation, LOC Arm/Capture/Track (No Glideslope) ° NAV Key LVL (Level) ESP Roll Attitude Engagement Loc BC 30° _ 30° GPS 30° Loc 30° GA Button TO or GA Wings Level LVL Key LVL Wings Level _ APR Key Approach, ILS Arm/Capture/Track (Glidestope Mode Automatically Armed) Takeoff or Go Around SSS | Backcourse Arm/Capture/Track Approach, GPS Ann/Capture/Track (Glidepath Mode Automatically Armed, if available) _———— ESP Roll Altitude engages at 45° The autopilot may be engaged within the following ranges: Pitch 50° nose up to 50° nose down Roll £75° If the above pitch or roll limits are exceeded while the autopilot is engaged, the aulopilot will disconnect. Engaging the autopilot outside of its command limits, but within its engagement limits, cause the autopilot to retum the aircraft within command limits. The autopilot is capable of commanding the aircrafl in the following ranges: Pitch 20° nose up to 15° nose down Roll £30° AFMS — GFC 500 Autopilot in Piper PA-28 Series Page 7-6 190-02291-07 Rev. 5 PREFLIGHT TEST The PFT annuncialion is During ihe preflight test the G5 or G3X will display PFT in the aulopilot slalus box, If GFC 500 fails the PFT, a yellow AP with a red X is displayed in removed at the completion of the preflighl test the autopilot status box on the G5 or G3X MESSAGES AND ANNUNCIATIONS Autopllot Messages AFCS Controller Key Stuck The system has sensed a key input on the GMC longer. AFCS Controller Audio Database Missing The audio database is missing from the GMC will not be heard. Servo Clutch Fault One or more autopilot servos has a sluck clutch. Servo Trim Input Fault The inputs to the trim system are invalid. 507 for 30 seconds or 507. The aural voice alerts The servo needs service. The trim syslem needs service. Autopllot Annunciations Autopilot has failed. not available. Tl: AFCS Autopilot normal AP Autopilot and trim are inoperative and flight director is disconnect, Autopilot abnormal disconnect. ii) Autopilot has failed. available. MINSPD The autopilot is inoperative. Autopilol Overspeed Protection mode is active. to limit the aircrafl’s speed. FD modes may s'! Autopilot will raise the nose Autopilot Underspeed Protection made is active. Autopilot will lower the nose to prevent the aircraft's speed from decreasing. PFT Autopilot preflight test is in progress at Pilch Trim Fail — Manual Electric Pitch Trim is inoperative. TRIM DOWN Elevator Trim Down —Autopitot is holding elevator nose down force. pitch trim needs to be adjusted nose down. [TRIM UP_| TRIM UP 190-02291-07 Rev. 5 be Elevator Trim Up — Autopilot is holding elevator nase up force. trim needs to be adjusted nase up. The The pitch AFMS — GFC 500 Autopilot in Piper PA- 28 Series Page 7-7 LIGHTING When the aircraft's dimming bus is selected off, or full dim, GMC integrated photocells which sense the ambient cockpit lighting. AFMS —- GFC 500 Autopilot in Piper PA-28 Series Page 7-8 507 made control panel lighting is controlled by 190-02291-07 Rev. 5 TABLE OF CONTENTS SECTION OPERATING 10 TIPS Paragraph No. 10.1 10.3 General ...... Operating Tips REPORT: V8-1120 10-i PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II * SECTION 10 OPERATING TIPS | SECTION 10 OPERATING TIPS | 10.1 GENERAL This section provides operating tips of particular value in the operation | of Archer 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 53 KIAS under norma! condi. tions. 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 102 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 pitot heat switch are in the off position so as notto 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 reflected light can produce spacial dis- orientation. Strobe lights should not be used in close proximity to the ground such as during taxiing, takeoff or landing. ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 REPORT: VB-1120 10-1 | SECTION 10 | OPERATING TIPS (g) PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 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 rudder pedals or operating the toe brakes. (h) In an effort to avoid accidents, pilots should obtain and study the safety related information made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM safety aids. and (i) Prolonged slips or skids which result in excess of 2000 ft. of altitude loss, or other radical or extreme maneuvers which could cause un- covering of the fuel outlet must be avoided as fuel flow interruption may occur when tank being used is not full. () Hand starting of the engine is not recommended, however, should hand starting of the engine be required, only experienced personnel should attempt this procedure. The magneto selector should be placed to “LEFT” during the starting procedure to reduce the probability of “kick back.” Place the ignition switch to “BOTH” position after the engine has started. REPORT: VB-1120 10-2 ISSUED: JULY 2, 1979 REVISED: JUNE 29, 1984 CHARTERWARE oe eee ee Flottenmanagement for die algemeine Luftlahrt charterware UG (haftungsbeschrankt) Otmar Ripp, Tel: +49 6502 9385667 [email protected] Doc No.: CS23var-010715-01-ASM-01, Rev.01 Aircraft Flight Manual Supplement Aircraft Interface for Flight Logger Charterware OBU in Aircraft Type and Model: Serial No.: Ficor A ~ AS 4 uf- 8350087 This Aircraft Flight Manual Supplement is approved by EASA under Approval No.:_ 705475 List of effective Pages Page | Title Issue Date 1 2 3 Title Sheet List of effective Pages, Revision History Sections | to VIII 4 Annex 1 09.07.2015 09.07.2015 09.07.2015 |.09.07.2015 Revision History Issue | Date Revision [tems Initial | 09.07.2015 nla Section I: General This document describes an electrical interface (jack) mounted in the right half of the front panel. That jack is dedicated to connect a Charterware flight logger also called OBU (OnBoardUnit). The flight logger itself is not part of this installation. That device has to be handled as a PED. The pilot/operator must make sure that the applicable European respectively national operating rules (and the associated guidance material) are met. Section ll: Limitations Do not use the interface jack for other purposes than connecting a Charterware flight logger OBU Section Ill: Emergency Procedures no change to basic flight manual Section IV: Abnormal Procedures In case of interference between the flight logger and aircraft instruments: Pull the Sub-D connector out of the front panel mounted jack. Section V: Normal Procedures Additional items for pre-flight check: Ensure that the flight logger and its associated wiring is properly stowed and fixed. Check the flight logger plug for proper connection to the jack. Tighten the screws of the Sub-D connector only by hand without gloves. Do not use screwdrivers or other tools! Ensure that the plug can be removed immediately if necessary (see IV). Section VI: Performance no change to basic flight manual Section Vil: Weight and Balance no change to basic flight manual Section VIII: Technical Description For details concerning the flight logger see Charlerware docurnent User's Manual OBU.. For details concerning the installation see Charterware Installation and Continued Airworthiness Manual CS23var-010715-01-INM-01Rev.01. For an installation example see annex 1. Annex 1: Example Photographs of the mounted Flight Logger Figure 1.1.: Jack for OBU Logger mounted within metallic faceblade of an instrument slot Figure 1.2.: OBU Logger during a flight in a typical Cockpit on Top Environment ">

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