ARROW IV INFORMATION MANUAL
Arrow IV PA-28RT-201
HANDBOOK PART NO 761 730 Published by PUR1.ICATIONS DEPA R-I MEN 1- Piper Aircraft Corporation Issued: September 14, 1979
REPORT: VB-1130 , It Applica~ionof th~shandbook is limited to the specific Piper PA-28RT- 201 rr~adelairplane designated by serial number and registralion number on tllr face of the title page of this handbook.
I III~ha~ldbook cdnrlot be ubcd for operational purposes unless kept ina CllllClll hiatus.
REVISIONS
1 Ile ~nformationcomp~led in the P~lot'sOperating Handbook will be - hcpt current by revisions distributed to the airplane owners.
Itrvis~onmaterial will conslst ol information necessary to update the text of ttlr present handbook and/or to add information to cover added - airplane equipment.
- Revision, will be distributed whenever necessary as complete page ,rrplacements or additions and shall be inserted into the handbook in accordance with the instruction, given below.
I. Hevibion pages will replace only pages with the same page number. 2, Insert all additional pages in proper numerical order within each srction. 3. Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page.
11, Identification of Revised Material
Revised text and illustration, 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 rl~lrnberwill indicate that an entire page was added.
REPORT: VB-1130 iii Black lines will indicate only current revisions with chanpcs and additions to or deletions ol existing tcxt and illustrations. Changcs in capitalization, spelling. punctuation or the physical location olmaterial on a page will not bc identilicd.
ORIGINAI, PAGES ISSllED .-
The original pagcs issucd lor this handbook prior to rcvi$ion arc givc~i below:
Titlc, ii through vii. 1-1 through 1-21, 2-1 througll 2-1 1, 3- 1 tliro~rgli 3-18, 4-1 through 4-26, 5-1 through 5-33, 6-1 through6-48,7-Lthroupli 7-30.
8-1 through 8-17, 9-1 through 9-28, 10- 1 through 10-2. -
REPORT: VB-1130 , iv PII.OT'S OPERATING tIANDBOOK 1.OC OF REVISIONS
C'urrenl Kcvisions to tl~rI'A-2XR.1'-201 Arrow IV Pilot's Operating Hand- book, REI'OKT: VB-I 130 issued September 14, 1979.
Revision FA A Approval Nurnbcr and Revised Code Pages
-. I Added pg. Revised para. no. Revised item 9. Added ltenls 63 and 65. Revised item 101'; Relocated itcms 103 and 105 to pg. 6-24. Relocated items 103 and 105 from pg. 6-23. FI1,OT'S OPERATING IIANDROOK I,OG OF REVISIONS (conl) - Rcvision FAA Approval Nurnbcr and 1 Rcvised Description of Kcvision Code Paps Rcv, I Rclocatcd and rcnunihcrcd ( P RUUOq(1.5) iten1 to pp. 6-2X; nrldcd ricw (cor1I) ilcn~s103 arid 105. Rcloc;itcd i~c~iislo pg. 6-29; addcd ncw ilcm 167; addcd ilcm frorn pg. 627; rcnumbercd itcrns. Rclocatcd itcrns lo pg. 630: addcd i~cmsfrom pg. 6-28: rcnum bcrcd ilcms. Rclocalcd i~crnslo pg. (~31; addcd items frorn pg. 629. IIclocatcd itcms lo pp.. 6-12; addcd items from pg. 6-30. Rclocated ilcnls 10 pg. 6-33; addcd ilcms from pg. 6-3 1 Rclocalcd items lo pg. 6-34; addcd items from pg. 6-32. I REPORT: VB-I 130 1 vi PI1,OT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) I 1 Revision FAA Approval Number and Revixd Description of Kevision Signature and Code Pages Date Rev. I 6-40 Relocated items to pg. 6-46 ( PR 800905) and 6-47; renumbered items; (cont) added items 283 thru 287 from pg. 6-36. 6-41 Relocated items to pgs. 6-47 and 6-48; renumbered items; added items from pgs. 6-36 and 6-37. 6-42 Relocated items to pgs. 6-48 and 6-49; renumbered items; added items from pg. 6-37. 6-43 Relocated items to pg. 6-50; renumbered items; added i~emsfrom pg. 6-38; added new items 303 and 305. 6-44 Relocated iterns to pgs. 6-50 and 6-51; renumbered items; added items from pg. 6-38; added new items 3 1 1, 313 and 317. 6-45 Relocated i~emsto pgs. 6-53 and 6-54; renumbered items; added items from pg. 6-39. 6-46 Reloca~editems to pg. 6-54 and 6-55; renumbered items; added items from pg. 6-40. 6-41 Relocated items to pg. 6-56; renumbered item; added items from pgs. 6-40 and 6-41. 6-48 Relocated form to pg. 6-57: renumbered items; added items from pgs. 6-41 and 642. 6-49 Added pg.; relocated and renumbered items from pgs. 642 and 6-43. REPORT: VB-1130 vi-a PILOT'S OFERATIN(; tIANDBOOK 1,OC OF REVISIONS (cont) - Revision FAA Approval Number and Revised Description of Revision Signature and - Code Pages Date Rev. I Added pg.; relocated and (PR800905) renumbered items from pg. (cont) 6-43 and 644; added new iter 352. Added pg.; relocated and renumbered items from pg. 644. Added pg. Addcd pg.; relocated items from pg. 645. Added pg.; relocated items from pgs. 645 and 646. Added pg.; relocated item from pg. 6-46; added new iten 411 and 413. Added pg.; relocated and renumbered items from pg. 647; added new item 4 15. Added pg.; relocated form from pg. 6-48. Revised info. Revised para. 7.15. Revised para. 7.19. Revised note. Revised para. 7.25; relocated info. to pg. 7-24. Relocatcd info. from pg. 7-23. Revised para. 7.3 1. Reviscd Table of Contents. Relocatcd para. 8.21 to pg. 8- 12. Added para. 8.21 from pg. 8- 11; revised para. 8.21 (b) and 8.21 (c). Added pg.: addcd ncw info. 1 I REPORT: VB-1130 vl-b PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) L I - Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. I Added pg.; added new info.; ( P R 800905) added para. 8.21 (d) from (cont) pg. 8- 13. Relocated para. 8.21 (d) to pg. 8-12b. 9-i Revised Table of Contents. 9-7 Revised Supplement 2. 9-29 Added pgs. (added Supplemenl thru 6 KNS 80 Navigation System). 9-32 9-33 Added pgs. (added Supplemenl thru 7 ANS 351 Area Navigation 9-36 Computer). 9-37 Added pgs. (added Supplemenl thru 8 Century 21 Autopilot 9-40 Installation). 9-4 1 Added pgs. (added Supplemenl thru 9 Century 41 Autopilot 9-50 Installation). 9-5 1 Added pgs. (added Supplemenl thru 10 Piper Control Wheel Clock Ward Evans 9-52 Installation). Sept. 5, 1980 Rev 2 Changed titles, pg. no. (PR810318) Revised, re-titled Alternator Failure to Electrical Failures; added Electrical Overload. Continued Electrical Overload; moved info. to pg. 3-7. Relocated info. from pg. 3-6; moved info. to pg. 3-8. Relocated info. from pg. 3-7. Revised, retitled para. 3.23. Added para. 3.24; moved para. 3.25 to pg. 3-17. -- I REPORT: VB-1130 vi-c I'II.OT'S OPERATING fIANDROOK 1,OG OF REVISIONS (cont) Revision sised Dcscription of Rcvision FAASignature Approval arid Pagcs Ilatc Rev. 2 Relocatcd para. 3.25 from (PR8 103 1 R) pg. 3- 16; movcd para. 3.31 (cont) and 3.33 to pg. 3- IR. Rclocatcd para. 3.31 and 3.33 from pg. 3-17. Relocated revised itcms 97 and 99 from pg. 6-23. Moved items 97 and 99 to pg. 622; rcvised item 101. Addcd ifcm 216: moved itcrn 223 to pg. 6-34. Rclocatcd item 223 from pg. 633. Added item 292. Revised items 409. 4 11 and 413. Rcvised item 4 15: movcd item 429 to pg. 6-57. Rclocatcd item 429 from pg. 6-56. Rcvised fig. 7- 15. Rcvised para. 7.17. Ward flv;~rls Rcviscd Scc. 2 c. hlnrcl~IH. IYHI Rev. 3 Rcvised Warning. (PR810714) Rcviscd para. 1.13. Addcd info. to para. 2.9 (c) Rcvised para. 4.5. Rcviscd para. 4.5. Revised para. 4.5. Movcd info. to pg. 4- 14a. Ncw pg.: rclocatcd info. from pg. 4- 14; addcd notc; rc- located para. 4.1 1 from pg. 4-15 New pg. I'EHATINC; llAN1)HOOK LOG OF HEVISIONS (cont) I Revision FAA Approval Number and Revised Descrip~ionof Revision Signature and Code Pages Date -- Rev. 3 4- 15 Moved para. 4. 1 l to pg. (11RS10714) 4- 14a. con^) 4-18 Moved para. 4.21 to pg. 4- 19. 4-19 Relocated para. 4.21 from pg. 4- 18; moved para. 4.23 to pg. 4-19b. 4-19a New pg.; added note to para. 4.21. 4-19b New pg.; relocaled para. 4.23 from pg. 4-19 and 4-20. 4-20 Moved para. 4.23 info. to pg. 4- 19b. 4-22 Addrd note to para. 4.29; moved info. to pg. 4-23. 4-23 Relocated info. from pg. 4-22; moved para. 4.33 to pg. 4-24. 4-24 Relocated para. 4.33 from pg. 4-23. 6-6 Revised Figure 6-5. 6-15 Added info. to item 15. 6-26 Added info. to item 153. 6-30 Added nrw item 196. 6-35 Revised item 241. 6-40 Added new items 286 and 287; renumbered previous item 287 10 288. 6-42 Added new ilem 294. 6-44 Revised iiem 3 13; moved item 319 to pg. 6-45. 6-45 Kclocated item 319 from pg. 6-44. 6-57 Added new ilem 430; rc- U~L moved inl'o. Ward Evans 7-15 Kevisedpara.7.17. July 14, 1981 L REPORT: VB-1130 vi-e PILOT'S OPERAI'ING IIANIIBOOK 1,OG OF REVISIONS (cont) Rcvision FAA Approt.31 Numbcr and Rcviscd Description or Rcvisioll Sig~~aturcand Codc I'agcs 8 Llntc Rev. 4 5-28 Revised fig. 5-31. (PR8l l 130) 6-i Revised Table of Contents. 6-13 Revised para. 6.1 I. 6-20 Reviscd typo. 6-43 Rcvised itcm 299, rnovcd itcrns 307 and 309 to pg. 6-43 b. 6433 Ncwpagc. 043b Ncw pagc, rclocatctl itclns 307 and 309 from pg. 643; rcloca~editcm 3 11 rrom pp. 6-44. 644 Movcdilem311topg.6-43b. 6-50 Renumbered item; added new item 354; moved ilcm 357 to pg. 6-5 I. 651 Relocated item 357 from pg. 6-50. 7-2 Rcviscd para. 7.5. 7-1 2 Moved info. lo pg. 7-14. 7-14 Relocated info. Troni pg. 7- 12. 7-23 Revised para. 7.25; rnovcd info. to pg. 7-24. 7-24 Rclocatcd inlo. from pg. 7-23. 9-i Corrected title in 'Table of Contents. Ward I.\nrls 9-34 Rcvised illnstration. Not 70, 1981 Rev. 5 2-9, Rcviscd para. 2.25. (PR870131) 2-1 I 3-2, Rcviscd para. 3.3. 3-3. 3-4. 3-7 --- I-1 ----- REPORI': VB-I I30 vl-f .r I'II.OT'S OPEHATING 11ANDBOOK COG OF REVISIONS (conl) Hevisiorl FAA Approval Nutnbrr and 1)escription of Revision Signature and Code Date Rev. 5 Revised para. 3.9. (lJK870131) (corltd) Kevised para 3.13 Revised para. 3.27 Revised para. 4.5. Kcvised para. 4.9. Revised para. 4.21. Kevisrd para 4.23. Revised para. 4.25. Kcvised para. 4.39. Kcvised para. 4.4 I. Revised example para. 5.5. Rrvised fig. 5-29. Revised fig. 7-1 Revised para. 7.1 1 and fig. 7-3. ICelocated info. from page 7-7 to 7-6. Revised para. 7.1 1. Kelocatrd info to page 7.6 Rrvised para. 7.1 1. Kevised fig. 7-5. Kevisrd fig. 7-7. Kevised fig. 7-9. Revised para. 7.33. Revised para. 8.3. Revised para. 8.5. Revised Supp.2. Date REPORT: VB-1130 vi-g TABLE OF CONTENTS SECTION 1 GENERAL - SECTION 2 LIMITATIONS - SECTION 3 EMERGENCY PROCEDURES SECTION 4 NORMAL PROCEDLIRES - SECTION 5 PERFORMANCE - SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION OF - THE AIRPLANE AND ITS SYSTEMS SECTION 8 AIRPLANE HANDLING, SERVICING - AND MAINTENANCE - SECTION 9 SUPPLEMENTS SECTION 10 SAFETY TIPS REPORT: VB-1130 vii TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page - No. No. Introduction ...... I- I Engines ...... 1-3 Propellers ...... 1-3 Fuel ...... 1-4 Oil ...... 1-4 Maximum Weights ...... 1-5 Standard Airplane Weights ...... 1-5 Baggage Space ...... 1-5 Specific Loadings...... 1-5 Symbols. Abbreviations and Terminology ...... 1-6 Conversion Factors ...... 1-12 REPORT: VB-1130 1-i PIPER AIRCRAFT CORPORATION SECTION 1 PA-28RT-201, ARROW IV 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 CAR 3 and FAR Part 21 Subpart J. It also contains - supplcmcntal data supplied by the airplane manufacturer. This handbook is not designed as a substitute lor adequate and competent fli~htinstruction, knowledge of current airworthiness directives, - applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction ora training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is 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 prov~dedwith 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 deliberatr omission of certain paragraph numbers, figure nunlbers, item numbers and pages noted as being intentionally left blank. 1SSI.IED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-1 SECI'ION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201. ARROW IV Wing Arca (sq. TI.) 170 0 Min. l'urnirlg Radius (fl) (from pivot point 10 wingtip) 31 0 V 4 -- n 5 - - . . . - - . - n J TliHEE VIEW Figure 1-1 REPORT: VB-I130 ISSUED: SEPTEMRER 14. 1979 1-2 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28RT-201, ARROW IV GENERAL 1.3 ENGINES (a) Number of Engines I (b) Engine Manufacturer Lycoming (c) Engine Model Number 10-360-C IC6 (d) Rated Horsepower 200 (e) Rated Speed (rpm) 2700 (0 Bore (in.) 5.125 (g) Stroke (in.) 4.375 (h) Displacement (cu. in.) 36 1 (i) Compression Ratio 8.5: 1 Cj) Engine Type Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled, and Fuel Injected 1.5 PROPELLERS - McCAULEY (a) Number of Propellers 1 (b) Propeller Manufacturer McCauley (c) Blade Model 90DJA- 14E - (d) Number of Blades 2 (e) Hub Model 2D34C215 (0 Propcller Diameter (in.) 76 - (I) Maximum (2) Minimum 75 (g) Propeller Type Constant Speed, Hydraulically Actuated - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: SEPTEMBER 5, 1980 1-3 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW 1V 1.7 FUEL (a) Fuel Capacity (U.S. gal.) (total) (b) Usable Fuel (U.S. gal.) (total) (c) Fuel (I) Minimum Grade 100 Green or 100IdL Blue Aviation Grade (2) Alternate Fuels Refer to latest revision of Lycoming Service l nst ruct io11 1070 1.9 OIL (a) Oil Capacity (U.S. qts.) 8 (b) Oil Specification Refer to latrst issue ol Lycc~nlingScrvice lnstructio~i101 4 (c) Oil Viscosity Refer to Section R - paragraph 8.19 REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 1-4 REVISED: SEPTEMBER 5, 1980 IDII'I*:H AIH('HAI;T ('OH I'OIt ATION SECTION I I'A-2814'r-201, AHH OW lV GEN ERAI. -- (;I) h4ilx1111~11nl ilkcoll Wcigllt (Ibs.) (b) Maxirnum [.anding Weight (Ibs.) (c) Maxiniu~nWrigh~s in Ili~ggage Ctrnlpartnicnt - I ('I) ('~~llpartnlc~~tVolunie (cu. it.) (h) lirltry W~dth(111.) - (c) IIII~Iy Iicigl~t(jri.) (.I) Wi~lgI.oil(li11g (lhs. pc~sq. ft.) (h) I'owcr I.oad~rlg(Ibs pcr Ilp) It E1'0 It T: VB- 1 130 1-5 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV 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) Gcneral Airspced Terminology and Symbols CAS Calibrated Airspeed means the iridicnted specd of an aircraft, corrected for position and instrument error. Calibrated airspced is equzl to true airspeed in ~tnndard atmosphere at sea level. Calibrated Airspeed expre:~cdin "Knots " Ground Speed is thc speed of an airplnr~c relative to the ground. IAS Indicated Airspeed is thc specd of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assurnc zero instrument error. Indicated Airspced expressed in " K riots." Mach number is the ratio or truc airspccd to the speed of sound. TAS True Airspeed is the airspced of an airplane relative to undisturbed air uhicli is the CAS corrected for al~it~rdc. temperature and comprcssibilily. Maneuvering Speed is tlie maxiniurn spccd at which application of full available aerodynamic control will not ovcrttress tllc airplane. Maximum Flap Extendcd Spccd is the highest speed pcrmissiblc wit11 willR fl;~pz in ;I prcscribcd cxtcndctl potitio~r. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 1-6 PIPER AIRCRAFT CORPORATION SECTION I - PA-28RT-201. ARROW IV GENERAL v 1.b Maximum Landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the landing gear extended. vll.O Maximum landing Gear Operating Speed is the maximum speed at which the landing gur can be safely extended or retracted. VNE/MNE Never Exceed Speed or Mach Number is the speed limit that may not beexceeded 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. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-7 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV (b) Meteorological Terminology ISA International Standard Atmosphere in which: The air is a dry perfect pas; Ihc temperature at sea level is 15" Celsius (59" Fahrenheit); The prcssure at sea Ict,cl is 29.92 inches tlg (1013 mh); The temperature gradient from sea level to the altitude at which the temperature is -56.5" C (-69.7" F) is 4.00 198°C (4.003560" 1;) per Coot and 7CrO ahovc fl~ata!filu(lc. OAT Outside Air Temperature is the Crce air static temperature, ohfaincd citl~crCroln inflight temperature indicatiol~$or pro~rlld meteorological sources, adjustcd for instrument crror and co~~prcccihilily eCfccts. Indicated Pressure The numbcr actually read from an Altitude altimeter when thc barometric su bsc;~lehas beer1 sct to 29.92 irlcllcs nC I11crctIrv ( 1013 n~illihars). Pressure Altitude Altitude measured from standard sca-Icvcl pressure (29.92 in. tlg) by a prcssurc or baromctric altimeter. It is thc indicafcd pressure altitude correctctl for positior~ and instrument error. In this handbook, altimeter instrrrmcnt crrors arc :1s$l1111c(lto be 7ero. Station Pressure Actual atmospheric prcccurc ;II ficl(1 elevation. Wind 7-he wind velocilies recordcd as \,ari;iblcs on the charts of this handbook are to bc understood as the hcadwintl or ~ailu.ir~(l comporlcnfs of thc rcportctl wir~(lc. ISSUED: SEI'TEklREH 14, 1979 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28HT-201, ARROW 1V GENERAL (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Con- Maximum power permissible contin-. tinuous Power uously during flight. Maximum Climb Maximum power permissible during Power climb. Maximun~Cruise Maximum power permissible during Power cruise. (d) Engine Instruments EGT Gauge Exhaust Gas Temperature Gauge (e) Airplane Performance and Flight Planning Tern~inology 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 of the crosswi~~dcomponent for Velocity which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelera te-Stop The distance required to accelerate an air- Distance 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. M EA Minimum en route IFR altitude. Route Segment A part of a route. Each end of that part is identified by: (I) a geographical location; or (2) a point at which a definite radio fix can be established. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-9 SECI'ION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV (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 frorn the reference datum to the center of gravity (C.G.) of an item. Moment 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 The point at which an airplane would (C. G .) 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 tlie 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 bee11 completed in accordance with govern- mental regulations. Standard Empty Weight of a standard airplane i~icluding Weight unusable fuel, full operating fluids and full oil. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 1-10 ['(PEN AIHCHAFT CORPOHA'PION SECTION I PA-28RT-201, ARROW IV GENERAL Basic Empty Standard empty weight plus optional Weight equipment. Pay load Weight of occupants, cargo and baggage. UsrCul Load Difference between takeoff wcighl, or ramp weight if applicable, and basicempty weight. Maximum Ramp Maximum weight approved for ground Weight maneuver. (It includes weight of start, taxi and run up fuel.) Maximum Maximum weight approved for the start Takeoff Weight of the takeoff run. Maximum Maximum weight approved for the landing Landing Weight touchdown. Maximum Zero Maximum weight exclusive of usable fuel. Fuel Weight ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-11 SECTION I PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW 1V 1.21 CONVERSION FACTORS MULTIPLY BY TO OB 1 AIN acres ha sq. ft. sq. rnl. ntrnosphcrcs (atm) CIII He; in. llg bar kg/ cn1' Ib./sq. ill Ib./sq. II bars (bar) atrn Ih./sq. ill British Thermal Unit k gcnl (RTU) centimctcrs (cm) in. It. centimctcrs of atrn mercury at 0°C in. IIg (cm Hg) Ib./sq. ill Ih./sq. I[. kg/ 111' centimeters per second (cnii sec.) cubic centin~eters fI. 07. (cm') CII. in. Cll. It. 1 0.S gal. REPORT: VB-1130 ISSUED: SEPTEhlRER 14, 1979 1-12 1'1I'EH AIRCRAFT CORPORATION SECTION I -- PA-28RT-201, ARROW IV GENERAL M LI LTI P 1.Y TO OBTAlN - cubic feet (cu. It.) cmJ mJ cu. in. cu. yd. U.S. gal. I cubic feet per minute I / sec. (cu, ft.1 niin.) m3/ min. - cub~cinchrs (cu. in.) cmJ m3 cu. It. n. OZ. 1 U.S. gal. U.S. qt. - cubic meters (mJ) cu. in. cu. yd. cu. ft. U.S. gal. cubic nlrters prr cu. ft./ min. - minute (ml/ min.) cubic yards (cu. yd.) cu. ft. m3 U.S. gal. degrees (arc) radians - degrees per sccond radians1sec. (dcg.1scc.) - drams, fluid (dr. fl.) drams, avdp oz. avdp. (dr. avdp.) - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-13 SECTION I PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201. ARROW 1V - MULTIPLY TO OBTAIN feet (ft.) in. yd. rod ml. NM feet per minute mph (ft.1 min.) km/ hr. cm/ sec miscc. feet per second n ph (ft.1 sec.) k rn/ tir. cmlscc kts. foot-pounds (ft.-lb.) m-kg kg-cal foot-pounds per minute (ft.-lb./ min.) foot-pounds per second (It.-lb./ scc.) gallons, Imperial CII. in. (In~perialgal.) 1J.S. gal I gallons. 1J.S. dry cu. in (U.S. gnl. dry) cu. rt. 11,s. gal I REPORT: VB-1130 ISSUED: SEPTEMRER 14, 1979 1-14 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28RT-201, ARROW IV GENERAL MU LTI PLY BY TO OBTAIN gallons, U.S. liquid 23 1 cu. in. (U.S. gal.) 0.1337 cu. ft. 4.951 x 10 -3 cu. yd. 3785.4 cm3 3.785 x 10 -3 m3 3.785 I 0.83268 Imperial gal. 128 n. oz. gallons per acre (gal./acre) - grarns (g) 0.00 1 kg 0.3527 oz. avdp. 2.205 x 10 -3 Ib. - grams per centimeter (sl cm) - grams per cubic 1000 kg/ centimeter (g/ crn3) 0.03613 Ib./cu. in. 62.43 Ib./cu. ft. - hectares (ha) 2.47 1 acres 107639 sq. ft. - 10000 m2 horsepower (hp) 33000 ft.lb.1 min. 550 ft.-lb./ sec. 76.04 ni-kg/ sec. 1.014 metric hp horsepower, metric m-kg/ sec. - h P inches (in.) 25.40 ~nm 2.540 cm - 0.0254 m 0,08333 ft. 0.027777 yd. ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 1-15 SECTION I PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV MULTIPLY TO OBTAIN inches of mercury atm at 0°C (in. Hg) Ib./sq. in. Ib./sq. ft. kg/ m2 cm Hg rnm Hg inch-pounds (in.-lb.) m-kg kilograms (kg) Ib. 02. avdp. g kilogram-calories BTU (kg-cal) ft.-lb. m-kg kilograms per cubic Ib./ cu. ft. meter (kg/ m3) g/ cmJ kilograms per hectare (kg/ ha) kilograms per square atm centimeter (kglcrnz) in. Hg Ib./sq. in. Ib./sq. ft. kilograms per square in. Hg meter (kg/ m2) Ib./sq. in. Ib./sq. ft kilometers (km) cm ft. mi. NM REPORT: VB-1130 ISSUED: SEPTEMBER 14,1979 1-16 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28RT-201, ARROW IV < GENERAL MULTlPLY BY TO OBTAIN kilometers per hour ft./sec. (km/ hr.) R./ min. kt mph m/ sec. m/ min. knots (kt) nautical mph ft./sec. statute mph km/ hr. m/ sec. - liters ( 1) 1000 c mj 61.02 cu. in. 0.0353 I cu. rt. 33.814 fl. 02. 0.264172 U.S. gal. 0.2200 Imperial gal. 1.05669 'It. - liters per hectare 13.69 ft. oz./acre (I/ha) 0.107 gal./acre - liters per second 2.12 cu. ft./min. ( I / sec.) meters (m) 39.37 in. 3.280840 ft. 1.0936 yd. 0.198838 rod 6.214 x 10 -4 mi. 5.3996 x 10 -4 NM meter-kilogram - (m-kg) meters per minute 0.06 km/ hr. (m/ min.) - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 1-17 - SECTION I PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV MULTIPLY meters per sec0n.d ft./sec. (m/ sec.) ft./ min. mph km/ hr. microns in. miles, statute (mi.) ft. km m NM miles per hour cmlsec. (mph) mlsec. ft./sec. ft./ min. km/ hr. kt nliles per hour ft./sec. sq. square (m/ hr.sq.) rnilli bars in. Hg millimeters (mm) in. millimeters of in. Hg mercury at O°C (mm Hg) nautical miles ft. (NM) statute mi. nl km ounces, avdp. g (oz. avdp.) dr. avdp. REPORT: VR-1130 ISSUED: SEPTEMBER 14, 1979 1-18 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28RT-201, ARROW IV GENERAL MULTIPLY BY TO OBTAIN ounces, fluid 8 dr. fl. (fl. oz.) 29.57 cm3 1.805 cu. in. 0.0296 1 0.0078 U.S. gal. ounces, fluid per acre (fl. oz./ acre) pounds (Ib.) kg g slug pounds per acre (lb./ acre) pounds per cubic foot (1b.l cu. ft.) pounds per cubic Ib./cu. ft. inch (Ib.1 cu. in.) g/ cm3 pounds per square in. Hg foot (Ib./sq. ft.) kg/ m2 atm pounds per square cm Hg inch (psi or in. Hg Ib./ sq. in.) atm bar kg/ m2 quart, U.S. (qt.) 0.94635 1 57.749 cu. in. radians deg. (arc) rev. ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 1-19 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28RT-201, ARROW IV MULTIPLY TO OBTAIN radians per second deg./ sec. (radians/ sec.) . rev./sec. rpm revolutions (rev.) radians revolutions per radians/ sec. minute (rpm or rev./ miri.) revolutior~sper radians/ sec. second (rev./sec.) rod ft. pd. m slug Ib. square centimeters sq. in. (cm2) sq. ft. square feet (sq. ft.) cm2 m2 sq. in. sq. yd. acres square inches c m2 (sq. in.) sq. ft. square kilometers sq. mi. (km2) square meters (mZ) sq. ft. sq. pd. ha REPORT: VB-1130 ISSUED: SEPTEMBER 14,1978 1-20 PIPER AIRCRAFT CORPORATION SECTION 1 - ~ PA-28RT-201, ARROW IV GENERAL MULTIPLY BY TO OBTAIN square miles (sq. mi.) 2.590 km2 640 acres square rods (sq. rods) 30.25 sq. yd. square yards (sq. yd.) 0.8361 m2 9 sq. ft. 0.0330579 sq. rods - yards (yd.) 0.9144 m 3 ft. 36 in. 0.181818 rod . - ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 1-21 TABLE OF CONTENTS SECTION 2 1.IMITATIONS Page No. General ...... 2-1 Airspeed Limitations ...... 2-1 Airspeed Indicator Markings ...... 2-2 flower Plant l+in~itations...... 2-3 Power Plant lnstrurnent Markings ...... 2-4 Weight Limits ...... 2-4 Ccn~crof Gravtty 1.imits ...... 2-5 Maneuver Limits ...... 2-5 Flight Load Factors ...... 2-6 l'ypes of Operations ...... 2-6 Fuel Limita~ions...... 2-6 Noise Level ...... 2-7 Placards ...... 2-8 REPORT: VB-1130 2-i I'II'ER AIRCRAFT CORPOHATION SECTION 2 FA-28RT-201, ARROW 1V LIMITATIONS SECTION 2 - 2.1 CENERAI. 'rl~issection provides the "FAA Approved" operating limitations, - in>trument markings, color coding and basic placards necessary for the operation of the airplane and its systcms. I.i~nitationsassociated with tl~oseoptional systems and equipment - which require handbook supplements can be found in Section 9 (Sirpplemel~ts). - 2.3 AIRSPEED 1.IMITATIONS SPEED KlAS KCAS - Never Exceed Speed (VNE) - Do not exceed this speed in any operation. 190 186 - Maximum Structural Cruising Speed (VNO) - Do not exceed this speed except in smooth air and then only with caution. 149 148 - Iksign Maneuvering Speed (VA) - Do not rnake full or abrupt control movements above this speed. At 2750 Ibs. C.W. 121 12 1 At 1863 Ibs. (i.W. 96 9 7 ISSIIED: SEI'TEMBEH 14. 1979 REPORT: VB-1130 2- 1 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-28RT-201, ARROW IV Maneuvering specd decrcascs at lightcr wcight as thc ellccts of acrodynarnic forccs hccomc Illore pronounced. 1-incnr intcrpolation may bc used for i~itermcdiate gross wcights. Maneuvering speed should not bc excceded wliile operating in rough air. Maxinium Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. 108 I04 Maximum Landing Gear Extcnsion Spccd - Do not excced this spccd when extending thc lariding gcar. 130 130 Maxinlurn Lariding Gear Retraction Spccd- 110 not excced this spcetl whcn retracting the landing gcar. 109 109 Maximum Landing Gear Extended Speed (VLE) - Do not exceed this specd with thc I;~~idinpgear cxtentlctl. 130 I 30 2.5 AIRSPEED INDICA'TOR IL1ARKINC.S MARKING Red R:ltlial I.inc (Ncver Excced) Ycllow Arc (Cn~~tionRange - Smooth Air Only) Grccri Arc (Nor111:1lOpcrali~ig Rnnpr) SK K I S lo 149 KIS White Arc (Flap Down) 57 K 1's to IOH KIS REPORT: VB-1130 ISSUED: SEPTEhlRER Id. 1979 2-2 PIPER AIRCRAFT CORPORATION SECTION 2 I PA-28RT-201, ARROW IV LIMITATIONS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines I (b) Engine Manufacturer Lycoming ~- (c) Engine Model No. 10-360-C IC6 (d) Engine Operating Limits (I) Takeoff Power - 5 Min. Limit (BHP) 200 (2) Takeoff Engine Speed - 5 Min. Limit (RPM) 2700 - (3) Maximum Oil Temperature 245OF (4) Maximum Continuous Power (BHP) 196 (5) Maximum Continuous Engine Speed (RPM) 2650 - (e) Oil Pressure Minimum (red line) 25 PSI Maximum (red line) 100 PSI (I) Fuel Pressure Minimum (red line) 14 PSI Maximum (red line) 45 PSI (g) Fuel (minimum octane) 100 or IOOLL Aviation Grade (h) Number of Propellers I (i) Propeller Manufacturer McCau ley (j) Propeller Hub and Blade Modcl - (I) McCauley 2D34C215190DJA-14E (k) Propeller Diameter (I) McCauley Minimum 75 - Maximum 76 (I) Blade Anglc Limits (I) McCauley 12.5 + 0.2' - Low Pitch Stop Il igh Pitch Stop 27.5 + lo (rn) RPM Restrictions Avoid Continuous Operation Between - 1400 and 1750 RPM Below I5 Inches Map ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: SEPTEMBER 5, 1980 2-3 SECTION 2 lpllpI~~ltAllt('ItAl~1' C.'Oltl'Olt.A I ION l,ihlll'A~l'lONS I'A-2SHT-201, All HOf\' IV --- 2.9 l'O\VIIt P1,AN'I' INSI'It~I~II~N~I'hlA It KINGS (a) l~acliomctcr (;rccl~ AI-c (Norni;~l0pcl:irillg I 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Rearward Limit - Pounds Inches Aft of Datum Inches Aft of Datum NOTES Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading edge at the intersection of the straight and tapered section. It is the responsibility of theairplane owner and the pilot to insure that the airplane is properly ,loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.15 MANEUVER LIMITS No acrobatic maneuvers including spins approved. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 2-5 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-28RT-201, ARROW IV 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) 3.8 G (b) Negative Load Factor (Maximum) No inverted maneuvers approved 2.19 TYPES OF OPERATIONS The airplane is approved for the following operatioris when equipped in accordance will1 FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night I.F.R. (e) Non Icing 2.21 FUEL LIMITATIONS (a) Total Capacity 77 U.S. GAL. (b) Unusable Fuel 5 U.S. GAL. The unusable fuel for this airplane has been determined as 2.5 gallons in each wing tank in critical flight attitudes. (c) Usable Fuel 72 U.S. GAL. The usable fuel in this airplane has been determined as 36.0 gallons in each wing tank. (d) Fuel remaining when the quantity indi- cators read zero cannot be used safely in flight. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 2-6 PIPER AIRCRAF'T CORPORATlON SECTION 2 PA-28R'T-201, ARROW IV LIMlTATlONS 2.23 NOlSE LEVEL The noise level of this aircraft is 75.1 d B(A). No determination has been made by the Federal Aviation Adnlinistration 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 ~~otwitl~sta~ldingthe 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: SEPTEMBER 14,1979 REPORT: VB-1130 2-7 SEU'I'ION 2 I'lI'ER riIHCI~Al;?' COIII'OI~ATION LIMITATIONS PA-28RT-201, ARROW 1V In full view ol the pilot: THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH TFiF, OPERATING 1,IMITATIONS STATED IN THE FORM OF PLACARDS. MARKINGS AND MANUALS. THIS AIRCRAFT APPROVED FOR NIGHT I.F.R. NON- ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH . FAR 91 OR FAR 135. In full view of the pilot: TAKEOFF CHECK LIST Fuel on Proper Tank Fasten Belts! Harness Electric Fuel Pump - On Flaps - Set Engine Gauges - Checked Trim Tab - Set Alternate Air - Closed Controls - Frce Seat Backs Erect Doors - Latched Mixture - Set Air Conditioner - Off Propeller - Set LANDING CHECK LIST Fuel on Proper Tank Propeller - Set Seat Backs Erect Gear Down Fasten Belts/ Harness Flaps - Set (White Arc) Electric Fuel Pump - On Air Conditioner - Off Mixture - Rich The "Air Conditioner Off" item in the above Takeoff and Landing Check Lists is mandatory for air conditioned aircraft only. REPORT: VB-1130 ISSUED: SEPTEMBER 14,1979 2 -8 PIPER AIRCRAFT CORPORATION SECTION 2 PA-28RT-201, ARROW IV LlMlTATlONS In full view of the pilot: NO ACROBATIC MANEUVERS, 1NCI.IJI)ING SPINS, APPROVED Near emergency gear lever: EMERGENCY DOWN Near emergency gear lever (aircraft equipped with backup gear extender): I OVEKRI [IE ENGAGED AUTO-EXT-OFF LOCK I'IN ON SIDE TO ENGAGE OVERRIDE: I'ULl- LEVER FULL UP. PUSH LOCK PIN TO RELEASE OVERRIDE: 1'111.1. 1 EVER FULL UP & RELEASE Near gear selector switch: GEAR UP 109 KlAS MAX. DOWN 130 KlAS MAX. Adjacent to upper door latch: ENGAGE I.ATCH BEFORE FLIGHT ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANlJARY 31, 1987 2-9 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-28RT-201, ARROW 1V In full view of thc pilot: WARNING TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIG tIT THROUGH CI.OUD. FOG OR HAZE. In full view of the pilot, in the area of the air condirioncr controls u.l~cn the air conditioner is installed: WARNING AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLlMR PERFORMANCE. On inside of baggage cornpart~rle~ltdoor: BAGGAGE MAXIMUM 200 LBS. SEE WEIGIITAND BALANCE DATA FOR BAGGAGE LOADING BETWEEN 150 LBS. AND 200 LBS. Adjacent to fuel tank filler caps: FUEL - 100 OR IO0L.L AVIATION GRADE OR FUEL - l00/ 130 AVIATION GRADE - MlN. IJSAI3l.E CAPACITY 36 GAL. USAB1,E CAPACITY TO ROTTOM OF FI 1.1 ER NECK INDICA~I'OR25 GAL. In full view of the pilot FUEL REMAINING Wt1EN QUANTITY INDICATOR READS ZERO CANNOT RE USED SAFELY IN FLIGtlT. On rachometer face: AFI ER 5 MIN. RELIIICE I'OWFK I0 2650 RI'h.1 REPORT: VB- 1130 ISSUED: SEPTEMBER 14, 1979 2- 10 REVISED: SEPTEMBER 5, 1980 PIPER AIRCRAFT CORPORATION SECTION 2 IDA-28RT-201,ARROW IV 1.IMITATIONS On the aft baggage closeou~ MAXIMlJM BAGGAGE 200 LBS. NO HEAVY OBJECTS ON HAT SHE1.F In full virw of the pilot: - "VA+ I21 KlAS at 2750 (See P.O.H.)" "DEMO. X-WIND 17 KTS" V1.0 130 [IN. 109 111' Vi.~130 MAX. - 130 MAX. In full v~cwof pilot: "011. COOL-EK WINT'EKIZATION PLATE TO BE REMOVED WllEN .AMBIENT TEMPERATURE EXCEEDS 50°F." - On the instrl~nlentpanel in full view of the pilot: AVO111 CONTlNUOlJS OPERATION BETWEEN 1400 - AND 1750 RPM BELOW 15" MAP. - - GRADE GRADE lOOLL 100 - ISSUED: SEPTEhlBER 14, 1979 REPORT: VB-1130 IIEVISED: JANIIARY 31, 1987 2-1 1 'I'AU1.E OF CONTENTS SE('1'ION 3 Ehlk:lt(;EN<:Y 1'HOCEI)UHES Page No. (ici~cral ...... 3-1 lirncr~rncyI'roccdurcs Cllcchlihr ...... 3-2 Al~~~l~fic(l1.n1crgc11cy I'ro~rdt~rc~((;cIIc~~II) ...... 3-9 Ifngi~~cI.i~t. 1)urillg Sriirr ...... 3-9 Engine I'owcr I.oss Dtrring 'I akeofl' ...... 3-9 i11g111rI'owrr 1.03s In t-'ligll~...... 3-10 I'owrr Off Landing ...... 3-11 I-irc 111 Flight ...... 3-13 I 055 nl Oil i1rc5>ure ...... 3-14 I.oss of Fuel I'rcss~rte ...... 3-15 lligh 011Trr~lprriI~t~rr ...... 3-15 fllcurl ical 1;ailurrs ...... IiIc~tri~aIOvrrload ...... )-I53-16 I ['ropcllcr- Over speed ...... 3-16 f'tilrrgrncy I.anding Cirar Extrrlsion ...... 3-17 1 Spin Rccovuy ...... 3-17 Opcrl Door ...... ling1 rlc Rougllnc, s ...... 3-18 - PIPER AIRCRAFT COHPORATION SECTION 3 PA-28RT-201, ARROW IV EMERGENCY PROCEDURES - SECTION 3 EMERGENCY PROCEDURES - .l-l~erecommended procedures for coping with various types of eri~ergenciesand critical situations are provided by this section. All of the required (FAA regulations) emergency procedures and those necessary for - the operation of the airplane as determined by the operating and design feat ures of the airplane are presented. Emergency procedures associated with those optional systems and - equipment which require handbook supplements are provided by Section 9 (Supplemer~ts). - The first portion of this section consists of an abbreviated emergency chrck list which supplies an action sequence for critical situations with little emphasis on the operation of systems. - The rernaindcr 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 the best course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Since emergencies rarely happen in modern - aircraft, their occurrence is usually unexpected and the best corrective action may no1 always be obvious. Pilots should familiarize themselves with the 1)rocedurcs given in this sectior~and be prepared to take appropriate action sl~ouldan emergency arise. - Most bas~cemergency procedures, such as power off landings, are a nornial part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to - provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain - proficient in them. ISSUED: SEPTEMBER 14. 1979 REPORT: VB-1130 3-1 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201, ARROW IV 3.3 EMERGENCY PROCEDURES CIIECK LIST ENGINE FIRE DURING START Starter ...... crank engine Mixturc ...... idlc cut-oll Throttle ...... opcn Electric Cuel pump ...... OFF Fuel selector ...... OFF Ahalldon iC fire contin\rcs. ENGINE POWER LOSS DURING TAKEOFF ICsufficient runway remains for a normal landing. leave gear down and land straight ahead. If area ahead is rough. or if it is rlcccssary to clear obstructions: Gear selector switch...... U I' Emergency gcar lever (nircrnf~ cquippcd will1 I backup gcar cxtcndcr) ...... latcl~cdir~ OVERR I I)E EN<;AGEI) position IC sufficient altitude has bccn gained to attempt a restart: Maintain safe airspeed. Fucl selector ...... swi(c11 to tank containing lucl Elcctric fuel punip ...... check ON Mixturc ...... chcck RlCtl Alternate air ...... OPEN Emergency gear lever...... as rcquircd If power is not regained, proceed with powcr oCT landing. ISSUED: SEP1 EhlBEH 14, 1979 REVISED: JANUARY 31, 1987 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-201. ARROW IV EMERGENCY PROCEDURES ENGINE POWER I.OSS IN FI,IGI{T Furl srlrctor ...... switch to tank containing fuel Electric furl pump ...... ON Mixt~rre...... RICH Allcrnate air ...... OPEN Engine gaugcs ...... check for indication of cause of power loss If no furl pressure is indicated, check tank selector position to be sure it is on a tank con~ainingfuel. Wl~rnpower is restored: Alternate air ...... CLOSED Elcctric fuel pump ...... OFF If power is not restored prcpare for power off landing. Trim for 79 KIAS. POWER OFF LANDING On aircraft equipped with the backup gear extender lock emergcncy gear lever in OVERRIDE ENGAGED position before airspeed drops to 105 K IAS to prevent the landing gear from free falling. 1-rim for 79 KIAS. 1.ocate suitable field. Establish spiral pattern. 1000 ft. above field at downwind position for normal landing approach. When field can easily be reached slow to 72 KIAS for shortest landing. GEAR DOWN EMERGENCY LANDING Toucl~downsshould normally be madr at lowest possible airspeed with full flaps. When committed to landing: Landing gear selector ...... Down Throttle ...... close I Mixture ...... idle cut-off Ignition ...... OFF Master switch ...... OFF Fuel selector ...... OFF Seat belt and harne~s...... tight ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201, ARROW IV GEAR UP EMERGENCY LANDING In the event a gear up landing is rcquircd. procccd as follows: 1 Flaps ...... as dcsircd Tllrottle ...... close Mixture ...... idle cut-off Ignition switches...... OFF Master switch ...... 01;F Fuel selector ...... 01-1: Seat belt and harness...... tigl~[ Contact surface at mirii~iiuniposzihlc airspeed. FIRE IN FLIGIIT Source of fire ...... clrcch Electrical fire (smoke in cahin): Master switch ...... 01:F Vcnts ...... : ...... opcrl Cabin heat...... 01-1' Land as soon as practicable. Er~pirrefire: Fuel selector ...... O 1.1; Tl~rottlc...... CI-OSED Mixturc ...... idle cut-off Electric fuel pump ...... cllcck 01-F Heater and defroster ...... OI'F I'rocecd wit11 powcr off larding procedure. Land as soon as possible and investigate cause Preparc for power off landing. LOSS OF FUEL PRESSURE Electric fuel pump ...... ON Fuel selector ...... cl~ccko~i t:rrrk REPORT: VB-I 130 ISSUED: SEPTEMBER 14, 1979 3-4 REVISEL): JANllARY 31. 1087 PIPER AIRCRAI:T CORPORATION SECTION 3 PA-28HT-201, ARROW IV EMERGENCY PROCEDURES l arld at nearcht airport and investigate thr problem I'rcpare lor power off landirig. Al I drlnunclator l1gl11~ll~~rn~riatcd Arnnlrtrr ...... check to verif) inop. alt II anirrirter 5ljows trro: Al T' swrrcll ...... OFF Kcd~~ccclcc~rica) loids to niinim~~m. Al 1' circ~r~thrc;tler ...... clicck and reset as required AI.'I'swltch ...... ON If puwcr not restored: A1.T switch ...... OFF 11- altrrnator output cannot bc restored, reduce electrical loads and land as won as prac~ical.The battery is ~hronly rrniaining source of electrical power. EI.ECl'HIC'A1, 0VERL.OAD (alternator over 20 amps above known electrical load) k-OH AIHt'I ANES WIItI INTEKI.OCKED BAT AND A1.T SWITCH OI'EKA 1-ION. Hlcctl ical loall ...... reduce If altcrnalor load5 Arc not rcd~rcrd: All-,witch ...... OFF I arid as soon as practical. ti;~ttrry is tlir only remaining source of power. Anticipi~trcomplcte rlectrical failure. HEI'ORT: VB-1130 3-5 SE<:I'ION 3 ~I~EHAIH(:RAFT COHI~ORA.I~ION EMERGENCY PROCEDURES PA-28HT-201, ARROW IV FOR AIRPLANES WITIt SEPARATE BAT AND ALT SWITCH OPERATION ALT switch ...... ON llAT switch ...... OFF If alterllator loads are rcduced: Electrical load ...... reducc to mini~rrum I Land as soon as prac~ical Due to increased system voltage ant1 radio frequency noise. operation with ALT switch ON and DAI'switcIr OFF should be made only when required by an electrical system failrrre. If alternator loads are not reduced: ALT switch ...... 01-1: BAT switch ...... as required Imr~das soorl as possible. Anticipate colnplctc electrical failure NO1 E If the battery is depleted. the landing gear nrust be lowered using the emergency extension procedure. The gear position lights will be inoperative. PROPE1,LER OVERSPEED 711rottle ...... I ctarci Oil prcssurc ...... cl~cck I'rop control ...... full L)ECREASI< rpm, then (ct if ally C'IIII~I01 ;1\,:111;1blc I Airspeed ...... rcducc Throttle ...... as required to rernain be lo^ 2050 I 1)111 REPORT: VB-1130 ISSUEI): SEPTEMBER 14, 1979 3- 6 REVISED: hiARCII 18. 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-201, ARROW IV EMERGENCY PROCEDURES EhlERGENCY LANDING GEAR EXTENSION I'rror to emergency extension procrdure: Master switch ...... check ON Circuit breakers ...... check Panel lights ...... OFF (in daytime) Gear indicator bulbs ...... check If landing gear does not check down and locked: Airspced ...... reduce below 87 KlAS \.anding gear selector switch ...... gear DOWN position If gear has f~iledto lock down on aircraft equipped with the backup gear extender, raise emergency gear lever to OVERRlDE ENGAGED position. I If gear has still farled to lock down, move emergency lever to "~mer~enc~ Down" position. If gear I~asstill failed to lock down. yaw the airplane abruptly from side to side with the rudder. If tile nose gear will not lock down using the above proccdure. slow the aircraft to the lowest safe speed attainable using the lowest power setting required for safe operation and accomplish the following: Emergency gear lever (aircraft equipped with backup gear extender)...... OVERRIDE ENGAGED ( Landing gear selector switch ...... gear DOWN position If landing gear does not check down, recycle gear through up position, and then select gear DOWN. SPIN RECOVERY Rudder...... full opposite to direction of rotation Control wheel ...... full forward while neutralizing ailerons .lhrottle ...... idle Rudder...... neutral (when rotation stops) Con~rolwheel ...... as required to smoothly regain level flight attitude ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 3-7 SE(1.1 ION 3 1'1 I'b;l-? ~lII<(~I OPEN DOOR If both upper and side Intcl~csare opcn. tllc door \vill trail slightly open and ;iil.spcctls \\,illbc rctluccd slightly. TO close the duor ill Ilipl~t: Slow airplarlc to 87 kl.\S Cabin vcnts ...... close Storm \vi~lrln\v...... O~~CII If uppcr latch is npcn...... I:l~rll If side I;11cl1is opcll ...... pull on armre<~\cIrilc nloIaingI:~lcl~ 1);11tJlc lo latcl~etlpoqit ior~ lr hot11 Intcllcs are opc~l...... latch tidc Iatcl~ thcn top latch PIPER AIRCRAFT CORPORATION SECTION 3 PA-28~~-201,ARROW IV EMERGENCY PROCEDURES 3.5 AMPI.1FIE.D EMERGENCY PROCEDURES (GENERAL) l~hrfollowing paragraphs are presented to supply additional information for the purpose of providing the pi101 with a more complete understanding of the recommended course of action and probable cause of an emergency situation. - 3.7 ENGINE FIRE DURING START Enginr fires during start are usually the result of overpriming. The first - attempt to extinguish the fire is to try tostart theengineand draw theexcess fuel back Into the induction system. - If a fire is present before thc engine has started, move the mixture control to idlr 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 rit hcr case (above), if fire continues more than a few seconds, the fire - should be extinguished by the best available external means. The fuel selector valve 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 - 1 he proper action to be taken iC loss of power occurs duringtakeoff will depend on the circumstances of the particular situation. - If sufficient runway remains to complcte a normal landing, leave Ihe landing gear down and land straight ahead. If the area u head is rough. or if it is necessary to clear obstructions, move - the gear selector switch to the UP position. On aircraft equipped with the backr~pgear extender. lock and latch the emergency gear lever in the OVERRIDE ENGAGED position. 1 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201, ARROW IV Ifsufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Place the electric fucl pump toON. Check that the mixture is RICH. Thcaltcrnate 1 air should be OPEN. On aircraft equipped with the backup gear extender, the landing gear will extend automatically when engine power fails at speeds below approximately 95 KIAS. The glide distance with thc landing gear extended is roughly halved. If the situation dictates. the landing gear can be retained in the retracted position by locking the emergency gear lever in the OVERRIDE ENGAGED position. If engine failure was caused by fuel exhaustion, powcr will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. Ifpowcr is not regained, proceed with thc Power Off Landing procedure (refer to the emergency check list and Paragraph 3.13). 3.11 ENGINE POWER 1,OSS IN FI,IGHT Complete engine power loss is usually caused by fuel flow interruption and power will bc restored shortly after fuel flow is rcstorcd. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (rcfer to paragraph 3.13). An airspeed of at least 79 KIAS should bc maintained. If altitude permits, switch the fuel selector to another tank containing fuel end turn thc electric fuel pump to ON. Move the mixture control to RICH and the alternate air to OPEN. Check the engine gauges for an indication of the cause of the power loss. If no fuel pressure is indicated. check the tank selector position to be sure it is on a tank containing fuel. Whcri power is rcstorcd move the alternate air to tl~cCI-OSED When powcr is ratorcd move thcalternateair to the CLOSED positior~ and turn OFF the electric fuel pump. If the preceding steps do not restore powcr. prepare for an crncrgerlcy landing. REPORT: VE1130 ISSUED: SEPTEMBER 14, 1979 3-10 REVISED: JANUARY 31, 1987 - PIPER AIRCRAFT CORPORATION SECTION 3 PA-28~~-201,ARROW IV EMERGENCY PROCEDURES - If tirne permits, turn the ignition switch to L then to R then back to BOTII. 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 the other fuel tank. Water in the [\re1 cot~ldta ke some time to be used up, and allowing the engine to windmill may rcstore power. If power loss is due to water, fuel pressure indications will bc normal. - If ei~ginelailure 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. I f power is not regained, proceed with the Power Off Landing procedure (refer to emergency check list and Paragraph 3.13). 3.13 POWER OFF LANDING Il loss of power occurs at altitude, lock emergency gear lever in OVERRIDE ENGAGED position before airspeed drops to 105 KIAS to prevent the landing gear from inadvertently free falling on aircraft equipped with the backup gear extender. Trim the aircraft for best gliding angle (79 KIAS, Air Cond. of0 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 sulficient altitude. At best gliding angle, with the engine windmilling, and the propeller control in full DECREASE rpm, the aircraft will travel approximately 1.5 miles for each thousand feet of altitude in a no wind condition. 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 - lo 72 Kl AS with flaps down for theshorlcst landing. Excess altitude may be lost by widening your pactern, using flaps or slipping, or a combination of these. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANIIARY 31, 1987 3-1 1 - SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201. ARROW IV Whether to attempt a landing with gcar up or down depcnds on many factors. If the field choscn is obviously smooth and firm, and long enough to bring the plane to a stop, the gear should be down. If there are stumps or rocks or other large obstacles in the field, thc gear in the down position will better protect the occupants of theaircraft. If, however, the field is suspectcd to be exccssivcly soft or short, or when landing in water of any depth, a wlleels-up landing will nornlally bc safer and do less damage to thcai~planc On aircraft equippcd with the backup gear extender, the landing gcar will frcc fall at airspeeds bclow approximately 95 KIAS, and will tnkcsix 10 I eight seconds to be dowrl and lockcd. Ifa gcar up landing is dcsired, it will be ncccssary to lock the ovcrride lcvcr in thc OVERRIDE ENGAGED position before the airspeed drops to 105 KIAS to prevent tllc landing gcar from inadvertantly frce falling. Touchdown sliould normally bc made at the lowcst possible airspeed. (a) Gear Down Emcrgency Landing Whcn comniitted to a gcar down emergcncy landing, close tllc throttle control and shut OFF the master and ignition switches. Flaps may be used as desired. Turn the fuel selcctor valvc to OFF and move thc lnixture to idle cut-off. The seat belts and shoulder harness (if installed) should be tightened. Touchdown sliould hc ~lormallymadc at tllc lowcst possible airspeed. Always remember that thc automatic gcnr tncchanisnl will extend the gear bclow approximately 95 KIAS with powcr olf. Re prepared to lock the emergency gear lever in thc 0VEKRII)E ENGAGED position bcfore the airspeed drops to 105 KIAS to prevenl the landing gear from inadvcrtantly free falling, unless gear extension is dcsired. NOTE If tllc maslcr switcl~is 01-I.', ll~cgear cni~nolhe rctractcd. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 3-12 REVISED: JANIJARY 31. 1987 PIPER AIRCRAFT CORPORATION SECTION 3 FA-28RT-201, ARROW 1V EMERGENCY PROCEDIIRES (b) (;car IJpElncrgcr~cy I .al,dillg On aircraft equipped with the backup gear extender. lock the ernergcncy gear lcver in OVERRIDE ENGAGED position bcfore I the airspeed drops to 105 KlAS to prevent the landing gear from inadvertantly free falling. Wing flaps should be extended as desired Wllcn committed to a gear up landing, CI-OSE the throttle and shut OFF the master and ignition switches. Turn OFF the fuel seleclor valve. 'Touchdowns should normally be made at the lowest possible airspeed with full flaps. 3.15 FIRE IN FI,ICHT 1he prescnce of lirc is notcd through smoke, smell and heat in the cabin. It is essential that the source of the fire be promplly identified througll instrument readings, cliaracter of the smoke, or other indications since the action to be taken differs somewhat in each case. Check lor the source ol the fire first IIan electrical fire is indicated (smoke in the cabin), the master switch sllould bc turned OFF. The cabin vcntsshould be opened and the cabin heat turned OFF. A landing shor~ldbe made as soon as possible. If an engine fire is present, switch thc fuel selcctor to OFF and close the throttle. The mixture should he at idle cut-off. Turn thc electric fuel pump OFF; In all cases. the llcatcr and defroster should be OFF. If radio conlmunication is not rcquired select master switch OFF. If thc terrain pcrmits, a landing should he made irnmcdiatcly. The possibility of an engine fire in flight is extrcrnely remote. The procedure givcn is gencral and pilot judgment should be the dctcrrnining factor for action in such an cmcrgcncy. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANIIARY 31, 1987 3-13 SECTION 3 I'II'EH AlltCIIAFT COHPOHA1'1ON EMERGENCY PROCEDURES PA-28RT-201, ARROW IV 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 systenl, and a landing should be rnade as soon as possible to investigate the cause arld prevent engine damage. A co~iiple[eloss ol oil pressure i~idicatior~nlay signily oilcxliaustio~~or may be the result ofa faulty gauge. Incither case, proceed toward tl~crle;lrcht airport, and be prepared for a forced landing. If the proble~nis riot a pressure gauge rnalfunctio~i,the erigine may stop sudderilp. Mairit;~i~l altitude until such time as a dead stick landing can be accomplislied. 1)ori't charrge powcr sc~tirigstrl~r~ecessnrily. as this may hasten coriiplele poucr loss. Dcper~dingon the circumstances, it may be advisable to make all oll airport lar~dingwhile power is still available. particularly ifothcr indications of actuiil oil pressure loss, such as sudden iricreases iri ternper;it~rrcs,or oil snioke, are apparent, arid ari airport is not close. If engine stoppage occurs. proceed with Power Off I.anding I'II'EH AIHCUAI:'~COHPOHATION SECTION 3 I'A-28HT-201, ARROW lV EMERGENCY PROCEDURES --- I 11c r11o51prob.1 ble c,111scof loss of fuel pressure 1s e~therfuel deplet~on In [he fuel tank selected, or fa~lureofthe englne dr~venfuel pump. If loss of furl pressure occurs, check that the fuel seleclor 1s on a tank conta~ningfuel and trlrn ON the elecrrtc fuel pump -. 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 IIIGIi OIL TEMI'EHATURE /\I\ at)norrnally high oil tenlperlrture ind~cationmay be caused by a low OII level, ;In obstruct~onin the oilcooler,damaged or improper baffle seals, a dclec~ivegiltrge, or other causes. [.and as soon as practical at an appropriate ;~ilpo~t an0 Ii;~vetile cause i~ivc,~igated. - A >rcatly, rapid rib? in oil tenlperature 1s a sign of trouble. Land at the r~e.~rc.stairport and let a mechanic invest~galethe problem. Watch the oil prehsllrc gauge for an accon~panyir~gloss of pressure. 1.055 of ;~ltrrni~toroutput is detected through zero reading on the - arrlrllrtcr. Ilcfore cxccuting the lollowing procrdure, insure tllal tile reading is [era 311dnot merely low by actuating an elec~ricallypowered device, such a5 tl~clancl~rigligl~t. If no increase in the ammeter reading~snoted, alternator - C;l~lurrcan be assumed. I IIC clectrical lo;~dsl~ould be reduced as mucl~as possible. Chrck the allcrr~alorcircuit breakers for a popped circuit. - 1.11~ II~XIstup is to atrrlllpt to roct the overvolt;~ge relay. This is i~ccornplishcdby moving the AI-T switclr to OFF for one second and Illen to ON. If the trouble was caused by a monlrntary overvoltiige condition (16.5 - volt, and tip) this procedure bhould return theammeter to ;I r~ormalreading. If the anlnleter col~tintrrsto indicate "0" (~ero)output. or if the - alternator will not re~r~ainrcset, turr~offthe A 1.1'switcl1. maintain minimum electrical load and land as soon as practrcal. All clectrical load is being supplied by' tlie battery. SICC'I'ION 3 PIPER AIRCRAFT CORPORATION EMERGENCY 1'ROCEI)URES -PA-28RT-201, ARROW IV 3.24 EI.EC'TIlI CAI, OVER I.OA1) (altcrnalor over 20 amps ahovc ~IIOHII ElEclri~~llond) 1 If nb~lorll~:~llyhip11 altcrnntor output is ohscrvcd (~norctlla~, 20 ;1111ps above known clcctric;~lload for rllc operating condi~ions)it lnny bc catrscd by a low b;~ttcry. ;I I);lttcr!, f;1111tor otl~crnhllorrnnl clcctrical lo;ltl If tllc c;~usc is :I low h;~ttcrj.t IIC i~~dicntion sllould hcgi11to dccrcasc toward 1101 111;il withi11 5 rninutcs. I( tllc ovcrlond condi~ionpcrsists attelnpt Lo redlrcc tllc load hy turl~ingoff IIOII-csse~~tialcquiprnent. For airplallcs wit11 i~ltcrlockctl IjA'l'antl AI,'I~switcl~opcrntion. \vhcn tllc clcctrical load callnot hc rc(l~~cctl tllrn the A1.T switcll 01:t7 and I;III~ ns so011 as practical. I Ilc h;~ttcr\is I Ilc only ren~ainillg sourcc of clcc.frical powcr Also n~~ticipatcco~~~plcfc clcctrical fRI 'I IIIC. I;or ;~irpln~leswill1 scpar;~te 1iA.r and AI- I switcl~olwratiol~s. 1111 11 I llc 1lA.l- s\vitcl~OI;F alld tllc arl~lllctcrsllo~lltl dccrcasc. I lrrll (IIC IjA I sw1fcl1 ONand corlti~~rleto n~or~i(orthe ;Irnlncter. If tllc altcrn;ltor ('Lr(pLr1 tlocs 1101 decrease withill 5 rninutcs, turn the BAl' switch Ot-F nrld land as ~IIIIII;I< pr;~ctic;~l.All clcctrical loads arc bcing supplicd by tllc nltcrlla(or. I)IIClo I~ipllcrvollagc nrld radio Irequcllcy rloisc, operation wit11 the Al.1 cwitcl~ON iilld the BAT switch OF'f: should hc ~nadcollly when rcqlrircd by ;In clcctrical fail~lrc. I NOI E If tllc h;~ttcr\is tlcplctctl. tllc Inndi~~ggcnr r~lll\l bc lowcrctl usil~ptllc crllcrgcncy cxtcrrsior~ procedure. 'Ihc gcnr position liglr(s will hc irlopcr nti\.c I'rol'cllcr ovcrspccd is c;lusctl by n nlalfu~rclio~~ill tllc p~opcllcr govcrllor or lo\%,oil I)I~ Ifp~ol>cllerovcrspccd sllo~~ltlOCC~III. rc(ard tllc ~l~ro((lc;l~ldcl~cck lhc 011 prcssurc. I he prnpcllcr cn1111olsl~ould hc lrlovcd to f~lll"I)I:('I< 13ASF I~III" and thc~lsct if RIIY colltlol is :~vail;~hli/lir\prr(l 3.27 EMERGENCY I.ANDING GEAR EXTENSION Prior to initiating the clnergency extension procedure check to insure that the master switch is ON and that the circuit breakers have not opened. If it is daytime the panel lights should he turned OFF. Check the landing gear ind~catorsfor faulty bulbs. NOTE I Refer to paragraph 4.39 for differences when emergency extension procedure is - performed for training purposes. If the landing gear does not check down and locked. reduce the airspeed below 87 KIAS. Move the landing gear selector switch to the DOWN position. If the gear has failed to lock down on aircraft equipped with the backup gear extender, raise the emergency gear lever to the OVERRIDE I ENGAGED position. - If the gear has still failed to lock down, move the emergency gear lever to the EMERGENCY DOWN position. - If the gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder. If the nosc gear will not lock down using the above procedure, slow the - airplane to the lowest safe speed attainable using the lowest power setting required for sdfe operation and raise the emergency gear lever to the OVERRIDE ENGAGED positioll on aircraft equipped with the backup - gear extender. Move the landing gear selector switch to the gear DOWN position. I f the landing gear does not check down, recycle the gear through I the UP position and then select the DOWN position. - 3.29 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately apply full rudder opposite to the direction of rotation. Move the control wheel full forward while neutralizing the ailerons. Move the throttle to IDLE. When the rotation stops, neutralize - the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 3-17 SECTION 3 I'II'EH AIRCRAFT CORPOHAI'ION EMERGENCY PROCEDURES PA-28RT-201, ARROW IV 7'11e cabin door is double latched, so (I~ccl~nr~ccsof its springing opc11 in flight a1 both the top and bortorn are remotc. tlowever. should you rorgct the upper latch, or not fully engage the side latch. the door may spring partially open. Illis will usually hnppcn at takeoCCorsoor~arterward. A partially opcn door will not affect norrnal flight cl~aracteristics,and a ~lorrnalla~ldir~g can be n~adcwit11 the door opcl~. II hot11 upper and sitlc Iatclles arc opcn. 111edoor will trailsligl~~lyopcn, a~~dairsl)ccd will be rcclucctl sligl~tly. To close tl~cdoor in fligl~t.slow the airplane to 87 K IAS, close tl~ccnhin vents and ope11 the storrn window. ICthe top latch is open, larch it. ICtl~csidc larch is opcn. pull on the arm rest while moving the latcl~haidle to the latched position. If both latches are open, close the side latch t!len tllc top latch. 3.33 ENGINE HOUCIINESS Engine rougl~ness nlny be cnused by dirt in tlre il~jcctori~o~~lcs. irld~~ctiol~systenl icing, or ignition problen~s. First adjust the n~ix~ureCor lnaxirur~n~s~~~ootl~ncss I11e elrgil~c \rill I 1111 rollgl~iC thc mixt~lrcis too rich or too lcan Move the altcrnatc air to OPliN and tllcn turn "ON" 111c clec~~icIIICI pur11p. Switch the f~lelsclector to another tank lo see iC Cucl con~a~r~il~atiollis the proble~l~. Chcck tllc engine gauges for nhnorlnnl readings Ilally g;lr~grrc;~tli~~~~ arc abrlorrnal proceccl accordi~~gly. 'Ille lllagnclo switcll sllo~rldthen bc nlovcd to "L" thc11"I<," llrcn t~;rck to "BOl'tl." ICoperation is satisractory on either n~ag~~eto,proceed on 11131 magneto at reduced power wit11 Cull RICII 111ixtureto a lnlldir~gat tllc Iilst available airport. lr roughr~csspersists. prcpilre for ;I p~rcautiol~;~ryInr~,lil~g :I[ I>I~,II'\ tlisc~ctio~~. 'I'AU1.E OF CONTENTS SE('TI0N J NOl4hlA I . I'RO(:EI)IJHES Page No. (jerleral ...... 4-1 Airspeeds lor Safe Operalions ...... 4-1 Normal Procedures Check List ...... 4-3 Arr~plrficdNorrnal I'roceJurcs (C;crlcral) ...... 4-12 I'refligl>t Chcch ...... 4-12 Hciorc Starting lingrlrr ...... 4-14a S~ar~~ngEngine ...... 4-15 Warm-up ...... 4-17 . . I'.rxrrng ...... 4-17 (iround Check ...... 4-18 Ikiorc 'I'akeofl ...... 4-19 Takeoll ...... 4-19b Climb ...... 4-20 Cr~~ising...... 4-21 Approach and I.andlng ...... 4-22 Slopping Enginr ...... 4-23 I'arhir~g ...... 4-24 S~alls...... 4-24 Turhulurlt Air Operation ...... 4-24 I irl~d~ng(;ear ...... 4-25 WcigI11 irnd Ihl.rncr ...... 4-26 H 151'01t'l': VB- 11 30 4-i I'II'EK AIKCKAFT COKPORATION SECTION 4 PA-28KT-201, ARKOW IV NORMAL PROCEDURES SECTION 4 NORMAI. PROCEDURES - -Illis section describes the recommended procedures for the conduc~of normal operations for the Arrow IV. All of the required (FAA regulations) procedures and tl~osenecessary for the operation of the airplane as determined by the operating and design features of the airplane are - presented. Normal procedures associated with those optional systems and - equipment which require handbook supplements are provided by Section 9 (Supplements). 'I-hese 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 sl~ouldfamiliarize themselves with the procedures given in this xction in order to become proficient in the normal operations of the airplane. - 'he first portion of this section consists ofa short formcheck list which supplies an action sequence for normal operations with little emphasis on - the operation of the systems. Tl~rrcn~airlder of the section isdevoted 10amplified normal procedures which provide detailed information and explanations ofthe proceduresand - how to perform them. This portion of the secrion is not intended for use as an in-flight reference due to the lengthy explanations. The short form check list should be used for this purpose. - 4.3 AIRSPEEDS FOR SAFE OPERATIONS - The following airspeeds are thoss 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: SEPTEMBER 14, 1979 REPORT: VB-1130 4- 1 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW IV Performance for a spccific airplanc may vary from published figures depending upon the equipmclit instnllcd, thc conditio~~of tlic cnpinc, airplane and equipment, atmospheric condi~ionsand piloting technique. (a) Rest Rate of Climb Spced gear up, flaps up 87 KIAS gear down, flaps up 76 KlAS (b) Ikst Anplc ol Climb Spccd gcar up, Ilaps up 77 KlAS gear down, flaps up 70 KlAS (c) Turbulent Air Operating Spccd (Sce Subsectio~~2.3) 121 KlAS (d) Maximum Flap Speed I08 KlAS (e) Landing Final Approach Specd (Full 40") 74 KlAS (f) Maximum Demonstrated Crosswind Velocity 17 KrS REPORT: VB-1130 ISSUED: SEPTEhlREU 14, 1979 4-2 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW 1V NORMAL PROCEDURES WALK-AROUND Figure 4-1 - 4.5 NORMAL, PROCEDURES CHECK LIST .- COCK PI.1 Control wheel ...... release restraints - Avionics...... OFF Parking brake...... set All switches...... OFF - Mixture ...... idle cut-off Master switch ...... ON F~ielgaugcs ...... check quantity Annunciator panel ...... check - Master switch ...... OFF Primary flight controls ...... proper operation Flaps ...... proper operation Trim...... neutral - Pitot and static systems...... drain Windows ...... check clean - ISSIJED: SEPTEMBER 14, 1979 REPORT: VB-1130 4-3 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW IV STARTING ENGINE WHEN COLD Throtl.le ...... 112" open Master switch ...... ON Electric fuel pump ...... ON Mixture ...... prime - then idle cut-err Starter ...... engage Mixture ...... full RICH Throttle ...... adjust Oil pressure...... check STARTING ENGINE WtIEN HOT Throttle ...... ; 12" opcn Master switch ...... ON Electric fuel pump ...... ON Mixture ...... idle cut-ofC Starler ...... engage Mixture ...... advance Throttle ...... adjust Oil pressure ...... cl~eck STARTING ENGINE WHEN FLOODED Throttle ...... ope11 full blaster switch ...... ON Elec~ricfuel pump ...... OFF Mixture ...... idle cut-off Starler ...... engage Mixture ...... advance Throttle ...... retard Oil pressure...... cllcck REPORT: VB-1130 ISSUED: SEPTEMBER 14 1979 46 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV NORMAL PROCEDURES STARTING WIT11 EXTERNAL POWER SOURCE Master switch ...... OFF All electrical eqiupment ...... OFF Terminals...... connect External power plug ...... insert in fuselage Proceed with normal start Throttle ...... lowest possible RPM External power plug ...... disconnect from fuselage Master switch ...... ON - check ammeter Oil pressure ...... check WARM-UP Throttle ...... 1400 to 1500 RPM TAXIING Chocks...... removed Taxi area ...... clear Throttle ...... apply slowly Prop...... high RPM Brakes ...... check Steering ...... check GROUND CIIECK Propeller ...... full INCREASE Throttle ...... 2000 RPM Magnetos ...... max. drop I75 RPM - max. diff. 50 RPM Vacuum ...... 4.8" Hg. to 5.1" Hg. Oil temperature ...... check Oil pressure ...... check ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 4-7 SEC'rION 4 I'II'ER AIRCHAI'T COHPOH,I'I'ION NORMAL PROCEDURES PA-28RT-201, ARROW IV -- Air condi~ioncr...... cheek A~it~~rnciatorpal~cl ...... prcss-lo-\csr f'ropcllcr...... cxcrcisc - tl~cnfull INCREASE Alternate air ...... cllcck Engine is \\'arm for takcoff wllcn tl~rottlccan hc opcncd witl~o~rtcrlgir~c faltering. Electric fucl pump ...... OFt- . ~ Fucl prcssurc ...... cllcck 'Ihrottlc ...... rctnrd Master s~vitcll...... ON Fligl~linstrunients ...... rl~r.ck Fuel selector ...... proper tank Elcctric fucl pump ...... ON Enginc gauges ...... cl~cck A I a ...... ('I OSlil) Prop ...... scl Belts/ I~arncss...... faqtcrlcd /acli~~s~c(i I Empty seals ...... scat hclts srlugly fnstcrlcd Flaps ...... sc~ l'rini tab ...... sct Controls ...... frcc Doors ...... I;~tcllccl Ail cor~tlitioncr...... 01.1 TAKEOFF NORMAL. f.l;lps ...... SCl - 'lab ...... WI Accelcratc to 05 to 75 KIAS. Colitrol ullccl ...... h;~ckprcqc~lrc to rot:~~cto clir~~h;II[IILICIC - SECI'ION 4 l'llPEI{ AlltCItAI~~~I'COKP~KA'I'ION NORMAL PROCEDURES PA-28RT-201, ARROIV I\' Rcfc~cnce.pcrlorlnancc charts. Awe-l.ycorning Opcrator's M~IIu~Iand power selling tablc. Nor~llalmax powcr ...... 75'7;, I'owcr ...... sct pcr powcr 1;ihlc Mixture ...... ntljust APPROACII AND LANDING f-ucl sclcctor ...... proprr I:III~ Scat backs ...... clcc~ Belts/ ha rncss ...... Casrc~~/;ltljtrsr Elcctric Cucl pump ...... ON Mixlurc ...... 5ct Propeller ...... 5c1 Gear ...... down - 130 KIAS Illax Flaps...... scl - 108 KIAS III~.~ Air conditioner ...... OIKl. Trim to 75 KIAS STOPPING ENGINE Flaps...... rctr;rct Elcctric fucl punip ...... 01I. Air conditioner ...... 01.1 Radios ...... 01.1 Propcllcr...... Cull INC'KEASI: l'hrorrle ...... I~rll;ill Mixture ...... icllc c~r~-oll Magnetos ...... 01I Mas~crswi~cl~ ...... 01-1 PARKING Parking brakc ...... tct Control wheel ...... scct~rctluitli hcl~< Flaps...... flrll 1111 Whcclcllock~...... ill plncr l'ic downs...... 5ccl11r REPORT: VR-1130 4-10 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28HT-201, ARROW IV 'NORMAL PROCEDURES TtlIS PAGE INTENTIONALLY LEFT BLANK ISSUED: SEPTEMBER 14, 1979 R EPOHT: VB-1130 4-1 1 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW 1V 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAI,) The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for operation of the airplane. 4.9 PREF1,IGHT CHECK The airplane should be given a thorough preflight and walk-arou~ld check. The preflight should includc a chcck of Ihe airplane's operatior~al status, computation of weight and C.G. linlils, takeoff and landir~g distances, and in-flight performance. A weather briefing should be obtairicd for the intended flight path, and any other factors relating to a safe fligllt should be checked before takeoff. The flap position should be noted before boarding the airplane. The flaps must he placed in the UP position before they will lock and support weight on the step. COCKPIT Upon entering the cockpit, release the seat belts securing the control wheel, turn OFF all avionics equipment and set the parking brake. Insure that all electrical switches and the magneto switch arc OFFand the mixture is in idle cut-off. Turn ON the master switch, check the fuel quantity gauges for adequate supply and check that the annunciator panel illuminates.Turn OFF the master switch. Check the primary llight controls and flaps for proper operation and set the trim to neutral. Open the pitot and static drairis to remove any moisture that has accumulated in the lines. Check tlic windows for cleanliness and that the required papers are on hoard. Properly stow the tow bar and baggage and secure. Close and secrlre the baggage door. RIGHT WING Begin the walk-around at the trailingedge of the right wing by cl~ccking that the wing surface and control surfaces are clear of ice. frost. stlow or other extraneous substances. Check thc flap, aileron arid hingcs for damage and operational interference. Static wicks should bc firmly attacl~edand ir~ good condition. Check the wing tip and lights for damage. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 4-12 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV NORMAL PROCEDURES Open the fuel cap and visually check the fucl color and the quantity bl~ouldmatch the indication that was on the fuelquantitygauge, replacecap securely. 'The fuel tank vent should be clear of obstructions. Drain the fuel tank through the quick drain located at the lower ~nboardrear corner of the tank, making sure that enough fuel has been drained to insure that all water and sediment is removed. The fuel system - should be drained daily prior to the first flight and after each refueling. - When draining any amount of fuel, careshould be taken lo insure that no fire hazard exists before starting engine. Remove the tie down and chock Next, a complete check of the landing gear. Check the gear strut for - proper inflation, there should be 2.5 k .25 inches of strut exposure under a normal static load. Check the tire forcuts, wear, and proper inflation. Make a visual check of the brake block and disc. - Check that the fresh air inlet is clear of foreign matter. NOSE SECTION - Check the general condition of the nose section, look for oil or fluid Icdkagc and that the cowling is secure. Check the windshield and clean if necessary. I he propeller and spinner should be checked for detrimental - nicks, cracks, or other defects. The air inlets should be clear of obstructions and chrck the alternator belt for proper tension. The landing light should be clean and intact. - Remove the chock and check the nose gear strut for proper inflation, there should be 2.75 i .25 inches of strut exposure under a normal static load. Check the tire for cuts. wear, and proper inflation. Check the engine baffle beals. Check the oil level, make sure that the dipstick has been - properly seated. Open thr fuel strainer located on the left side of the firewall long enough - to remove any accumulat~onor water and sediment. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 4-13 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW IV LEFT WING The wing surface should be clear of icc, frost, snow, or other extraneous substances. Check that the fresh air inlet is clcnr of foreign matter and rcmovc the chock. Check the main gear strut for proper inflation. thcrc I should be 2.5 2 '25 inches of strut cxposure under a normal static load. Chcck the tire and the brake block and disc. Open the fuel cap and visually check thc fucl color. Thequantity sllo~rld match the indication on the fucl quantity gauge. Replace cap securely. I hc fucl lank vent should be clear of obstructions. Drain cnorlgh lucl to illsure that all water and sediment has becn removed. Remove tie down and rcmovc the covcr from the pitot/static llead on the underside of the wing. Make sure the holes are open and clcar of obstructions. Check the wing tip and lights for damage. Check the ailcron. flap, and hinges for damage and operational interference and that thestatic wicks are firmly attached and in good condition. FUSELAGE Check the condition and security of the antennas. The empennage should be clear of ice. frost, snow, or other extraneous substances, and the fresh air inlet at the top of the fin should be clear of foreign matter. Chcck the stabilator and trim tab for damage and operational inlerfcrence. 'The trim tab should move in the same direction as stabilator. Remove the tic down. Upon returning to the cockpit, an operational check of the interior lights, exterior lights, stall warning system, and pitot heat should now bc made. Turn the master switch and the appropriate switches ON. Check the panel lighting and the overhead flood light. Visually confirm that exterior lights are operational. Lift the stall detector on the leading edge of the left wing and determine that the warning horn is activated. With the pitot hcnt switch ON the pitot head will be hot to the touch. After thcsc checks arc completc the master switch and all electrical switches should be turned OFF REPORT: VB-1130 ISSUED: SErTEMBER 14, 1979 4-14 REVISED: JANIIAH Y 31. I987 I'II'EH AIRCRAFT CORPORATION SECTION 4 PA-28HT-201, ARROW IV NORMAL PROCEDURES Iioard IIIK passrltgcrs al~dclosc arid stcure the cabin door. Fasten the scat bclts and shouldrr I~arnrss.Fastcn seat brlts on empty seats. I NOI'E If thr C~xrdsl~ouldcr harnrss (no~r-inertiareel typr) is installrd, must bc conrrectsd to ths seat belt altd adjustrd to allow proper accessi- bility to all controls includi~lgfurl selrctor. flaps, tr1111,CIC. while ma~ntail~inpadequate rrstralnl lor the occupdrtt. If thc ~rtrrtiarrrl typr shoulder harnrss is installrd, a pull test ol its locking rrstraint Ccaturr sltouid bc prrlorn~ed. 4.1 I BEI;ORE S'fARTING ENGINE - Uelore starting the r~tginrttlc brakes should be set ON and the propeller lever n~ovedto the lull INCKEASE rpm position. The lurl selector should then be lt~uvrdto the dcs~redtank. Check to make surt that all the radios - art OI--l.'. REPORT: VB-1130 4-14, I Sl*:("l~lON4 l'll'l 'I HIS ['AGE IN1 ENI IONAI.I,Y I.FfTI 111 ANK REPORT: VB-1130 1 4-l4b - PIPER AIRCRAFT CORPOWATION SECTION 4 PA-28RT-201, ARROW IV ' NORMAL PROCEDURES 4.13 STARTING ENGINE (a) Starting Engine When Cold Open the ttlrot~lelcver approxrmately 112 inch. Turn ON thc master switch and the electric fuel pump. Move thc mixture control to full RICH until an indica~ionis noted on the fucl flow meter. The engine is now primed. Move the mixture control to idle cut-off and engage ~hc starter by rotating the magneto switch clockwise. When theengine fires, release the magneto switch, advancc the mixture control 10 f11l1RICt1 and Inove the throttle to the desired setting. If the engine does not fire wit hin five to ten seconds, disengage tltc btarter and reprime. (b) Starting Engine When tfot Open the throttle approximately 112 inch. Turn ON the master bwitch and the electric fuel pump. Move the mixture control lcvcr to idle cut-off and cngage the starter by rotating the magneto swrtch clockwise. Whcn thc engine fires, release thc magneto switch, advancc the nlixturc and move the throltlc 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 emergency fuel pump. Move the mixture control lcvcr to idle cut-off and engage the starter by rotating the magneto switch clockwibe. Whcn the engine fires, relcasc the magneto switch, advarlce the mixture and retard the throttle. ISSUE[): SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JI1I.Y 14, 1981 4-15 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201. ARROW 1V NORMAL PROCEDURES (d) Starting Enginc With External Power Source An optional feature called the Piper External Power (PEP) allows the operator to use an external battery to crank thc engine without having to gain access to the airplane's battery. Turn the master switch OFFand turn all electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to thc POSITIVE (+) terminal of an external 12-volt battery and tllc BLACK lead to the NEGATIVE(-)terminal. Insert the plug olthc jumper cable into the socket located on the fusclngc. Notc that when the plug is inserted. the elcctrical system is ON. Procccd wit11 the normal starting technique. After the engine has started, reduce power to thc lowcst possible RPM, to reduce sparking, and disconnect the jumpcr cable from the aircraft. Turn the master switch ON and chcck the alternator ammeter lor an indication of output. 110 NOI' ATTEMPT FLIGHT IF THERE IS NO INDICA7 ION OF ALTERNATOR OUTPUT. NOTE For all normal operations using the PEP jumper cables, the master switch should be OFF, but it is possible to use the ship's battcry in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to thc lcvcl of the ship's battery. This can be tested by turning the master switch ON momentarily while thc starter is engaged. If cranking speed increases, the ship's battery is at a liighcr level than the external power supply. When theengine is firiligevenly.advance the throttle to800 RPM. Iloil pressure is not indicated within thirty seconds. stop the engine and dctcr- REPORT: VB-1130 ISSUED: SEPTEMBER 14. 1979 4-16 I'IPEH AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV NORMAL PROCEDURES (nine the trouble. III cold weather it will take a few seconds longer to get an oil pressure indication. Iftheengine has failed tostart, referto the Lycoming Operat~ngllandbook, Engine Troubles and Their Remedies. Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter. 4.15 WARM-UP - Warm-up the engine at 1400 to I500 RPM.Avoid prolonged idling at low RI'M, as this practice ntay result in fouled spark plugs. 't'akeoff may be made as soon as the ground check is completed. - provided that the throttle may be opened without backfiring or skipping, and without a reduction in engine oil pressure. - L)o not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. - 4.17 TAXIING Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas are clear. Power should be applied slowly to start the taxi roll. Taxi a few feet - forward and apply the brakes to determine their effectiveness. Taxi with the propeller srl in low pitch, high RPM setting. While taxiing, make slight turns to ascertai~ithe effectiveness of the steering. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane. Avoid holes and ruts when taxiing over uneven ground. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may - cause damage to the propeller blades. ISSIIED: SEPTEMBER 11, 1979 REPORT: VB-1130 4- 17 SECTION 4 I'II'IU AlU(.lt~\l-~'l'Colt POlt A'l ION NORMAI, PROCE:I)URES PA-28RT-201, AUHOIV IV 4.19 GROUND CllECK 7'11~magnetos should bc chcckcd at 2000 R I'M wit11 tlic propcllcr scr at high RPM. Ilrop off on cither magnctoshould not cxcccd 175 RI'M arid rlic diffcrencc hctwcen tllc magnctos should not cxcccd 50 RPM. Opcratiori (111 one magncto sholrld not excccd 10 sccor~tls. Chcck rllc vacuum garrgc; tllc indicator zliould rc:~dbct\vccn 4.8 al~cl5.1 irlchcs l lg at 2000 RI'M. Chcck thc anr~r~nciatorp:trlcl ligl~tswit11 tllc p~.css-tc~-tc~~htrtto~~. A1z0 check the air conditioner and tllc altcrnatc air. Thc propcllcr control sl~ouldbc movcd through its corl~plctcr;lllgr to check for propcr operation. arid thcn placctl in full "INCI 7 lie clcctric fuel pump shor~ldbc ttrrncd "01.I;"aftcr startil~gor (Iuri~~g warm-up to make surc that thc cngirlc dribcrr pun~pis opcrating. I'rior to takeoff theclcctric pump should be turned ON again to prcvcrlt loss of po\\.cr during takcoff should tllc cngirlc tlrivcrl purl~pfail. Cllcck hot11 oil rcmpcralure and oil prcssurc. -1 hc tcmpcraturc nlay bc low for so~lictirnc if the engine is being run for tllc first timc of the day. I llc crigi~lcis w:1rrll enougll for takeoff whcn thc throttlc call bc opcrictl withorrt tllc cr~girlc faltering. REPORT: VR-1130 4-18 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV I NORMAL PROCEDURES 4.21 BEFORE TAKEOFF All aspects of each particular takeoff should be considered prior to executing the takeoff procedure. After takeoff,on aircraft equipped with the backup gear extender, if the gear selector switch is placed in the gear up position before reaching the - airspeed at which the system no longer commands gear down*, the gear will not retract. For obstacle clearance on takeoff and for takeoffs from high altitude airports, the landing gear can be retracted after lift-off at the pilot's discretion by placing the gear selector switch in the UP position and then - locking the emergency gear lever in the OVERRIDE ENGAGED position. If debired, the OVERRIDE ENGAGED position can beselected and locked before takeoff, and the gear will then retract as soon as the gear selector switch is placed in the UP position. Care should always be taken not to - retract the gear prematurely, or the aircraft could settle back onto the runway. If the override lock is used for takeoff, it should be disengaged as soon as sufficient airspeed and terrain clearance are obtained, to return the - gear system to normal operation. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, just as he would if the back-up gear extender system were - not installed. After all aspects of the takeoff are considered, a pretakeoff check procedure must be performed. -- 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. Check the engine - gauges. The alternate air should be in the CLOSED position. 'Approximately 81 KIAS at sea lcvcl to approximately 100 KIASat 10.000 It. with a straight line variation between. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANIIARY 31, 1987 4-19 SECTION 4 FII'EH AIHCKAFI' COHPOHAI'ION NORMAL PROCELIURES PA-28RT-201, AH KO W IV All scat backs sl~ouldbc crcct. NOIE IC tile fixed shouldcr Ilarncss (non-inertia reel type) is installcd. it must be connccted to thc seat bclt and adjustcd to allow propcr accessibility to all co~~trolsincluding Cuel selector, flaps, trim, etc. while maintaining adcquatc restraint for the occupant. If the incrtia recl typc shouldcr harncss is installcd, a pull test ol its locking restraint feature sl~ouldbe performed. I'he mixture and propcller control leversshould be sct and thcseat belts and shoulder harness fastened. Fasten thescat beltssnugly around the errlpty seats. Excrcise and set the flaps and trim tab. Insure proper flight control movement and response. All doors should be properly secured al~tlIatchcd On air conditioned modcls. the air conditioner rrlust bc"0FI~"to ir~~urc normal takcoff performance. It EPORT: V B- 1130 4- 1 9r - PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW 1V NORMAL PROCEDURES 4.23 TAKEOFF ?'he normal takeoff technique is conventional for the Arrow IV. The tab 5hould be set slightly aft of neutral, with the exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 65 to 75 KlAS 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. Thc flaps should be lowered to 25' (second notch). Allow the aircraft to accelerate to - 50 to 60 KlAS depending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 55 to 65 KIAS, depending on aircraft weight and select gear up*. Continue to climb while accelerating to the flaps-up rate of climb speed: 87 KlAS if no obstacle is - present, or 77 Kl AS if obstacle clearance is a consideration. Slowly retract the flaps while climbing out. If desired, on aircraft equipped with the backupgear extender, the override engaged position can be selected and locked before takeoff, and the gear will I then retract as soon as thr: gear selector switch is placed in the up position. In this case care should be taken not to retract the gear prematurely, or the aircraft could settle back on the runway. If the override lock is used for takeoff, it should be disengaged as soon as sufficient terrain clearance is obtained, to return the gear system to normal operation. ISSUED: JULY 14, 1981 REPORT: VB-1130 REVISEI): JANIIAfXY 31, 1987 4-19b SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW IV 4.25 CLIMB On climb-out after takeoff, it is recommended that the best angle oC climb speed (77 KIAS) be maintained only if obstacle clearance is a consideration. The best rate of climb speed (87 KIAS) should be maintained with full power on the engine until adequate terrain clearance is obtained. At lighter than gross weight these speeds are reduced somewhat. An en roulc climb speed of 104 KlAS or higher is also recommended. This incrcascd climb speed provides better engine cooling, less engine wear, reduced Cucl consumption, lower cabin noise level, and better forward visibility. When reaching the desired altitude, the electric fuel pump may be turned OFF. NOTE On aircraft equipped with the backup gear extender, during climbs at best angle of climb speed at any altitude and best rate of climb speed above approximatcly 9000 It. density altitude, it may be necessary to select OVERRIDE ENGAGED to prevent the landing gear from extending automatically during the climb. This altitude decreases with reduced climb power and increases with increased climb a-irspeed ISSUED: SEPTEMBER 14, 1979 REVISED: JANIJARY 31. I987 - PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV NORMAL PROCEDURES 4.27 CRUISING The cruising speed of the Arrow IV is determined by many factors, including powcr setting, altitude, temperature, loading and equipment installed in the airplane. The normal maximum cruising power is 75% of the rated horsepower - of the engine. When selecting cruising RPM below 2400, limiting manifold pressure for continuous operation, as specified by the appropriate "Avco- 1-ycoming Operator's Manual". should be observed. - To obtain the desired power, set the manifold pressure and RPM according to the power setting table in this manual. Use of the mixture control in cruising flight reduces fucl consumption significantly, especially at higher altitudes. The mixture should be leaned during cruising opcration when75% power or lessis being uscd. Ifany doubt exists as to the amount of power being used, the mixtureshould be in the full - "RICH" position for all operations. 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 leanercylinders. Then enrich the mixture by pushing the control towards the instrument panel until engine operation becomes smooth. The fucl flow meter will give a closeapproximation of the fuel being - consumed. The low side of the power setting, as shown on the fuel flow meter, indicates best economy for that percent of power while the high side indicates best power. - If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. For this procedure, refer to the "Avco-1.ycoming Operator's Manual". - Followir~glevel-off for cruise, the airplane should be trimmed. The pilot should monitor weather conditions while flying and should be - alert to conditions which might lead to icing. If induction system icing is expected, place the alternate air control in the "ON" position. During flight, keep account of time and fucl uscd in connection with - power settings to determine how the fuel flow and fuel quantity gauging systems are operating. If the fuel flow indication is considerably higher than the fuel actually being consumed, a fuel nozzle may be clogged and require cleaning. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 4-21 SI.:(' IION 4 l'll'I 'I llc~carc 110 ~i~ccliariic;iluplockc in tl~cI;rridirlg gcar sys!cnl. 111 t llc cvc~itoln Iiyd~;~ulicsysrcln ~llalfunction,rl~c Inridir~ggcnr will frcc-fall to tl~c gcar (low11posili~n. I IIC lruc nirspccd will1 gc;rr down is i~pproxinla(cly75:;. ol~lic gc;lr rctrnc(ctl nirspccd lor :111y givcn powcr sctting. AIlow;i~iccsTor IIIC ~ctluctioli in airspccd and r:r ngc sliorrld bc nlaclc wlicrl pl:~nriirlg C.TICII~C(I Ilight bct\r.cc~irc~iiotc airriclds nr Iliglit nwr watcr. In ordcr to kccp tlic airplanc ill bcst Intcral [rim duririgcruisc fliglit. tI~c fucl sl~ouldbc used altcr~iatclyfrom cnch tank at onc hour i~itcrvals. Always rcmcmbc~.that tlic clcctric fucl prlnlp sllo~~ltlhc t~~rncct"ON" bcforc switcliing tanks and sllould hc lcft or1 Tor a sliclrt pcriotl tllcrcaftc~ 10 prccludc linking a hasty sclcctio~iarid to provitlc contirluity of Ilo~c..tl~c sclcctor sllould bc cliangcd to anorlicr tarik bcfo~cfucl iscxllaustcd fro111tlic tank ill usc. I hc clcctric fucl pump sl~ouldbc normally "01'1'" so rliat ;III\. malfuncrion of tllc cngirrc drivcn ftrcl pump is imnicdiatcly app;~rcnt.1fsig11s or fucl s~arvationshould occur ;lt any ~inlcduring Clight, Cucl cxliatrsrior~ sl~ouldhe suspcctcd. At which rimc tllc fucl sclcc(or sllould bc inirilctliarcly positioricd lo a full tank. and t IICclcctric fucl plrrnp should bc s\vitcl~ctlto tlic "ON" positio~i. 4.29 AI'PHOACII AND I,ANI)ING C'llcck to insurc lhc fucl sclcc~oris on thc propcr (fullest) ta~ikand tll;lt thc scat backs arc crcct. I llc scar hclts arid sliouldcr Iiarncss slloul(1 I)r fastcncd, and Lhc incrtia rcel should bc cllcckcd. If thc fixcd sllouldcr harncss (rion-incr~iarccl ~ypc)is installed. it must hc conricctcd lo tlic scat hclt and :rdj~rsrcd to allow propcr acccssihility 10 all controls. includi~lgflisl sclcctor. flaps. trill). ctc.. tvllilc rliairltnir~ir~g adcq~rarcrcstrnirlt for tlic occ~rp;int. If tllc i~icrti;~rccl typc slio~rldcr Ilarr)cc~ ic i~ist:~llc(l~:I p111l tc\~of its locking rcct~:ii~it featurc sliot~ldhc pcrfornlcd. 1 urn "0N"tlic clcctric fucl pu~ilp.I Ilc rl~ixtl~rcslio~~ld he sct in [tic I1111 "RICH" position. Sct tlrc propcllcr at full "IN('I~EASI:"rprll to I:icil~t;~rc. ;~~nplcpo\r,cr lor arr clilcrgclicv KO-arou~itl. REPORT: VB-1130 4-22 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW IV ' NORMAL PROCEDURES .- The landing gear may be extended at speeds below 130 KIAS. The airplane should be trimmed to a final approach speed ofabout 75 KIAS with flaps extended. The flaps can be lowered at specds up to 108 KIAS, if desired. Turn "OFF" the air conditioner. The mixture control should be kept in full "RICH" position to insure maximum acceleration if it should be necessary to open the throttle again. - 7-heamount of flap used during landings and the speed of the aircraft at contact with the runway should be varied according to the landing surface and conditions of wind and airplane loading. It is generally good practice to - contact the ground at the minimum possible safe speed consistent with existing conditions. - Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path. Mixture should be full "RICH," fuel on the fullest tank, and the electric fuel pump "ON." Reduce the speed during the flarcout and contact - the ground close to the sralling 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 specds with partial or no flaps. 4.31 STOPPING ENGINE At the pilot's discretion, the flaps should be raised. - NOTE The flaps must be placed in the "UP" position for the flap step to support weight. Passengers should be cautioned accordingly. The electric fuel pump, air conditioner and radios should be turned - "OFF." the propeller set in the full "INCREASE" position, and the engine stopped by disengaging the mixture con~rollock 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." ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 REVISED: JULY 14, 1981 4-23 SECTION 4 I'II'ER AIRCRAFT COHrORAl'JON NORMAL PROCEDURES PA-28RT-201, ARROW IV 4.33 PARKING Irnecessary. the airplane should bc n~ovcdon theground with theaid of the nosc whcel tow bar provided with cacl~airplane and secured behind tlle rear seats. I'l~eaileron and stabilator controls sl~ouldbe sccured by looping the safcty belt through the control whcel and pulling it snug. The flaps are locked when in the "UP" position and should be left retracted. Tie downs can be secured to rings provided under each wing arid to tile tail skid. The rudder is hcld in position by its con~~cctionsto thc nose wllccl steering and r~ormallydoes not have to be secured. 4.35 STALLS The stall characteristics of the Arrow IV are conve~itional. Arl approaching stall is indicated by a stall warning horn which is activated between five and ten knots above stall speed. Mild airframe bulreting and gentle pitching may also precede the stall. l'l~egross wcigl~tstalling spced of the Arrow IV with powcr offa~ldrull llaps is 53 KIAS. With the flaps up this spced is ir~crcased6 K'TS. Loss of altitude during stalls can be as great as 400 feel, depending on configuration and power. NOTE The stall warning system is inoperative with the master switch "OFF". During preflight, the stall warning systern should bechecked by turning the mastcr switch "ON", lifting the detector and checking todetermine if the horn is actuated. The master switch should be returned to the "OFI:'" position after the check is complete. 4.37 TURBULENT AIR OPERATION 111 kccpir~gwith good operati~~gpracticc used in all aircrar~,wl~crl turbulent air is cncou~~teredor expccced. it is recon~n~elldcdtl~at tllc airspecd be reduccd to maneuvcring spced to reducc the structural loads caused by gusts arid to allow for il~adverter~tspccd build-ups. which nlay occur as a rcsult of the [urbulcnce or of distractions causcd by conditoris. HEI'OHT: VB-1130 ISSUED: SEPTEMBER 14, 1979 4-24 REVISED: JIJ1.Y 14, 1981 I'II'EH AIRCRAFT CORPORATION SECTION 4 PA-28RT-201, ARROW 1V NORMAL PROCEDURES Sornr aircraft are equipped with an airspeed - power sensing system (back-up gear extender) which extends the landing gear under low airspeed - power conditionb* even though the pilot may not have selected gear down. 1 his systcm will also prevent retraction orthe landing gear by 11ormal means when the airspeed - power values are below a predetermined minimum. To overr~dethis bystem or to hold the emergency gear lever in the OVERRIDE ENGAGED position without maintaining manual pressure on the emergency gear lever, pull the lever full up and push the lock pin in. To release the override, pull lever up and then release. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, just as he would if the back-up gear extender sybtem were not installed. Ihe pilot bhould become familiar with the function and significance of the landing gear position indicators and warning lights. - l~hered gear warning ligh~on the instrument panel and the horn operate simirltaneously in flight when the throttle is reduced to where the manifold prchsure is approximately 14 inches of mercury or below, and the gear sclector 5witctl is not in the DOWN position. On aircraft equipped with the - I backup gear extender this warning will also occur during flight when the back-up gear extender system has lowered the landing gear and the gear selector switch is not in the DOWN position and the manifold pressure is red~rcedbelow approximately I4 inches of mercury. - 'I he red gcar warning light on the instrument panel and the horn will also operate himultaneously on the ground when the master switch is ON and the - gear selector switch is in the [IP position and the throttle is in the retarded position. 'I he threc green lights on the instrument panel operate individually as - each assoc~atcdgear ib locked in the extended position. 'Approxiniately 95 KIAS at any altitude. power off. ISSIIED: SEI'TEMBER 14, 1979 HEPOHT: VB-1130 ltE\'lSE:D: JANIIAftY 31, 1987 4-25 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28RT-201, ARROW IV IVA RNINC Panel lights' dimmer switch must be off to obtain gear and overboost lights full intensity during daytime flying. When aircraft is operated at night and panel lights' dimmer switch is turned on, gear lights and overboost light will automatically dim. ( On aircraft equipped with the backup gear extender the yellow Auto Ext. OFF light immediately below the gear selector switch flashes whcnevcr the emergency gear lever is in the OVERRIDE ENGAGED position. When the Emergency Landing Gear Extension Procedure (Paragraph 3.27) is performed for training purposes, the following changes must be made to the procedure to prevent the hydraulic pump frori activating during the procedure. On aircraft equipped with the backup pcar extender the landing gear selector must be left in the UP position ulltil all gcar position indicators are green. On aircraft which do not have the backup gcar extender a pull type LANDING GEAR PUMP circuit breaker is installed and must be pulled prior to executing the emergency extension procedure lo allow normal gear system operation. 4.41 WEIGIIT AND BALANCE It is the responsibility of the owner and pilot to detcrmine that thc airplane remains within the allowable weight vs. center of gravity envclope while in flight. For weight and balance data, refer to Scction 6 (Weight and Ralancc) REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 4-26 REVISED: JANUARY 31. 1987 TABLE OF CONTENTS SECTION 5 PERFORMANCE - Paragraph Page No. No. 5.1 General ...... 5-1 5.3 lnlroduction - Performance and Flight Planning ...... 5-1 5.5 Flight Planning Example ...... 5-3 5.7 Performance Graphs ...... 5-9 List of Figures...... 5-9 - ...... REPORT: VB-1130 5-i I'II'EH AIRCRAFT COHI'OItATION SECTION 5 I'A-28HT-201, ARROW IV PEH1;ORMANCE SECTION 5 I'EItI:OHhlAN<:E A11 oftl~crequired (FAA regulations) and complemen~aryperformance ~ilfortllationapplicable to the Arrow IV is provided by this section. I't.rlorrllalicr inforillation associated wilh hose optional systems and eclulpn1crll wllich require Ilandbook supplemer~tsis provided by Section 9 (Supl)le~~le~~ts). 5.3 INI'HO1)LICTION - I'EHFOHMANCE AND F1,ICtIT P1,ANNINC I he ocrfurmance inforinatioi~presented in this section is based on rl~cas~~redFlight Test Data corrected to I.C.A.O. standard day conditions ailtl ai~alytlc;~llyexpanded for the various parameters of weight, altitude. IclllpcratLIrc:, ctc. 'I IIC perfornlancc charts are unfactored and do not make any allowance for v;~ryingdegrees of pilot proficiency or mechanical deterioration olthe a~rcraft.I'l~is perlorrl~ai~cc, however, can be duplicated by following the ~tatedprocedures in a properly rnair~taint.dairplane. L:flcc[~of cor~ditior~s1101 considered on the charts nlust be evaluated by tile pilot, 3uclr as ~IICeffect of sol't or grass runway surluce on takeoff and landii~gpcrl'orn~;~nce, or tl~reffccl of winds aloft on cruise and range pcrform;~nce I111Jura11cecan 11c gro3sly affected by improper leaning procctlures, and ir~fligl~tlucl flow and quantity cl~ccksare recommended. It EM E hl UEK! '1'0 get chart pcrlormance, follow the chart procedures. REPORT: VB-1130 5- I SECI ION 5 PIPER AIRCRAFT CORPORATION PERFORMANCE PA-28RT-201, ARROW IV 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. WARNINC Performance information derived by extrapolation beyond the limits shown on the charts should not be uscd for flight planning or operational purposes. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 5.2 PIPER AIRCRAFT CORPORA'TION SECTION 5 PA-28RT-201, ARROW IV PERFORMANCE - 5.5 FLIGHT PLANNING EXAMPLE (a) Ail-craft Loading The first step in planning a flight is to calculate the airplane weight and center of gravity by using the information provided in Section 6 (Weight and Balance) of this handbook. The basic empty weight for the airplane as delivered from 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 log book and Weight and Balance Record (Figure 6-7) sho~~ldbe made to determine the current basic empty weight of the airplane. Use the Weight and Balance Loading Form (Figure 6-1 1 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. Use the information provided to find the following weights for the flight planning example. NOTE The landing weight cannot be deter- mined until the weight of the fuel to I be used has been established (refer i to item (g)(l)). 1 (I) Basic Empty Weight 1890 Ibs. I (2) Occupants (2 x 170 Ibs.) 340 Ibs. (3) Baggage and Cargo 70 Ibs. (4) Fuel (6 Ib.1 gal. x 50) 300 Ibs. (5) Takeoff Weight 2600 Ibs. (6) Landing Weight (a)(5) minus (g)(l), (2600 Ibs. minus 67.8 Ibs.) 2532 Ibs. The takeoff weight is below the maximum of 2750 Ibs., and weight and balance calculations have determined the C.G. position to be within approved limits. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 5-3 SEC'I'ION 5 k'ik'bt< AIitCIIAI.'I <:ORI'ORP.TION PERFORMANCE PA-2819T-201, AHIIOW 1V (b) Takeoff and Landing I I All existing conditions at the departure and destination airport must be acquired, evaluated and maintained throughnut the flight. Apply departure airport conditions and takeoff weight to the appropriate Takeoff Performance and Takeoff Ground Roll graph (Figures 5-7, 5-9, 5-1 I and 5-13) to determine the length of run- way necessary for takeoff and barrier distances. Perform the landing distance calculations in the same manner using 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 are below available runway lengths. Departure Destination Airport Airport (1) Pressure Altitude 1900 ft. 1900 ft. (2) Temperature 20" C 20" C (3) Wind Component (Headwind) 4 KTS 2 KTS (4) Runway Length Available 3000 ft 4600 ft (5) Runway Required 2250 ft* 1490 It** NOTE The remainder of the performance charts used in this flight planning example assume a no wind condition. The effect of winds aloft must be considered by the pilot when computing climb, cruise and descent performance. *reference Figure 5- 1 1 **reference Figure 5-41 REPORT: VB-1130 ISSUED: SEPTEMBER 30, 1979 5-4 REVISED: JANUARY 31, 1987 PIPER AIRCRAFT CORPORAI'ION SECTION 5 PA-28RT-201, ARROW IV PERFORMANCE (c) 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 in deter- mining the climb components from the Fuel, Time and Distance to Climb graph (Figure 5-19). After the fuel, time and distance for the cruise pressure altitude and outside air temperature values have been established, apply the existing conditions at the departure field to the graph (Figure 5-19). Subtract the values obtained from the graph for the field of departure conditions from those for the cruise pressure altitude. The remaining values are the true fuel, time and distance components for the climb segment ofthe flight plan corrected for field pressure altitude and temperature. The following values were determined from the above instruc- tions in our flight planning example. (I) Cruise Pressure Altitude 6000 ft. (2) Cruise oat 10°C (3) Time to Climb (10 min minus 2 min) 8 mine (4) Distance to Climb (I4 naut miles minus 3 naut miles) I I naut miles* (5) Fuel to Climb (3 gal minus I gal) 2.0 gal* (d) Descent The descent data will be determined prior to the cruise data to provide the descent distance for establishing the total cruise distance. Using the cruise pressure altitude and oat, determine the basic 1 fuel, time and distance for descent (Figure 5-37). These figures must be adjustrd for the field pressure altitude and temperature at the destination airport. To find the necessary adjustment values, use existing pressure altitude and temperature conditions at the destination airport as variables to find the fuel, time and distance *reference Figure 5-19 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 5-5 SECTION 5 PlrER AIRCRAFT CORPORATION PERFORMANCE PA-28RT-201, ARROW IV values rrorn tlic grapli (lrigurc 5-37). Subtract the valrrcs obtair~cd I from the field conditions from the values obtaincd from the cruise conditions to find true fuel, time and distancc values llccdcd for tllc flight plan. 1.he values obtaincd by using the graphs for the desccrlt ecg- I men[ of the example are shown below. ( I) Time to Desccnd (6 mi11 minus 2 min) 4 ~llirl* (2) Distance to Desccnd (1 5.7 naut miles minus 4.8 naut miles) 10.9 naut n~ilcc* (3) Fuel to Descend ( 1.5 gal minus 0.5 gal) 1.0 gal* (e) Cruise Using tlic total distance [o be traveled during tlic fligllt. cubtract the previously calculated distance to climb and distancc to tlesccrld to establish the total cruise distance. Refer to the Power Settirlg I'able (Figure 5-21) when selecting the cruisc powcr setting. -I Ilc established pressure altitude and temperature values and tile selected cruisc Dower should now be utili7cd to dctcrmirle the true airspeed from the appropriate Speed Power graph (Figure 5-23 or 5-25). Calculate the cruisc fucl flow for tllc cruise powcr cellirig(h5'~; Power Best Economy Tor this example) frorn the information pro- vided by the Best Economy Range chart (Figurc 5-31). The cruise time is found by dividing the cruisc distance by ttlc cruisc speed and tllc cruise fuel is found by ~liultiplyingthe c~rrisr fucl [low by the cruisc time. The cruisc calculations ectablishcd for [he cruisc scgmcrlr of orlr flight planning example are as follows: (I) Total Distance 1.30 narlt rl~ilr< (2) Cruise 1)istancc (e)(l) minus (c)(4) rninuc (d)(2). (130 r~autmiles rllinus I I naut milcs minus 10.9 naul milee) I OX I rlarll 111ilcc REPORT: VR-1130 ISSUED: SEPTEMBER 14. 1979 5-6 REVISEI): JANIIARY ?I, 1987 PIPER AIRCRAFT CORPORATION SECTION 5 PA-28RT-201, ARROW 1V PERFORMANCE (3) Cru~sePower (Brst Economy) 65% rated power (4) Cruise Speed 126 KTS TAS* (5) Cruise Fuel Consumption 9.6 gph* (6) Cruise Time (e)(2) divided by (e)(4). (108.1 naut miles divided by 126 KTS) .86 hrs (52 min) (7) Cruise Fuel (e)(5) multiplied by (e)(6), (9.6 gph n~ultipliedby 0.86 hrs) 8.3 gal 1 - (f) Total Flight Time Determine the total flight time by adding the time to climb,) the time to dcscend and the cruise time. 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 1 example. (I) Total Flight f ime (c)(3) plus @)(I) plus (eI(6). (0.13 hrs plus 0.07 hrs plus 0.86 hrs) (8 min plus 4 min plus 52 min) 1.06 hrs 64 rnin - (g) Total Fuel Required Determine the total fuel required by adding the fuel to climb, the fuel to descend and the cruise fuel. When the total fuel (in gallons) is determined, multiply this value by 6 Ib/gal to determine the total fuel weight used for the flight. The total furl calculations for the example flight plan are1 shown below. (I) Total Fuel Required (c)(5) plus (d)(3) plus (e)(7), (2 gal plus 1.0 gal plus 8.3 gal) 11.3 gal (I 1.3 gal mulliplied by 6 Ib/gal) 67.8 Ibs - reference Figure 5-25 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 5-7 SECTION 5 I'II'EH AIRCRAFT CORI'OHATION PERFORMANCE PA-28RT-201, ARROW IV THIS PAGE INTENTlONA1,LY LEFT DLANK REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 5-8 PIPER AIRCHAFI' COHYOHATION SECTION 5 I'A.28HT.201 . ARHO W IV PERFORMANCE 5.7 I'ERFOHMANCE CHAPIIS Page No. 'lcmprrature Conversion ...... Airspred Systrrn Calibra~ion...... I'ower Off Stall Speed Vs . Angle of Uank ...... 25" Flap l'akroff Performance ...... 25" Flap Takeoff Ground Roll ...... O" Iilap 'l.akrolf I'rrlormancc ...... 0" Flap 7akeolf Ground Roll ...... Gear IJp Climb Perlormance ...... <;car Down Climb Performance ...... Furl. Time and Distance to Cllmb ...... I'owcr Setting -1able ...... Speed Power . Performance Cruise ...... Speed Power . Economy Cruise ...... Best I'ower Range . ISA ...... Best I'ower Range . Non-Standard Temperature Expansion Chart ...... Best Economy Range . ISA ...... Bcst Economy Range . Non-Standard Temperature Expansion kharl...... llcsl Economy Endurance ...... Fuel. Time and Distance to Descend ...... (ilrde l'imz and Distance ...... [.anding D~stanceOver 50 Ft ...... 1.allding <;round lloll Distance ...... ISSUED: SEPTEMBER 14. 1979 REPORT: VB-1130 REVISED: SEPTEMBER 5. 1980 5-9 SECTION 5 Pll'ER AIR('I TtllS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1130 5-10 -- PIPER AIRCRAFT CORPORATION SECTION 5 PA-28RT-201, ARROW 1V PERFORMANCE FAHRENHEIT CELSIUS DEGREES DEGREES TEMPERATURE CONVERSION Figure 5'1 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 5-11 Pressure altitude: 1900 ft. Outside air temperature: 20°C ASSOCIATED CONDITIONS: Weight: 2600 Ibs. AND FULL THROTTLE BEFO Surface wind: 4 kts (headwind) Lift on speed: 57 KlAS Speed at 50 ft.: 60 KlAS akeoii distance: 1675 ft. C 3ooo L I W 0 2500 5 ?2 0 L 2000 ;; W Y 4 I- 1500 loo0 -40 .20 0 20 40 2800 2400 2200 2000 0 5 10 15 OUTSIDE AIR TEMPERATURE - OC WEIGHT - POUNDS WIND COMPONENT - KNOTS OUTSIDE AIR TEMPERATURE - 'C WEIGHT - POUNDS WIND COMPONENT - KNOTS Xlz OUTSIDE AIR TEMPERATURE - 'C WEIGHT - POUNDS WIND COMPONENT - KNOTS I 0 > OUTSIDE AIR TEMPERATURE - *C WEIGHT - POUNDS WIND COMPONENT - KNOTS I I GEAR DOWN CLIMB PERFORMANCE I I ASSOCIATED CONDITIONS: POWER - 2700 RPM, FULL THROlTLE MIXTURE - FULL RICH GEAR DOWN, FLAPS RETRACTED CLIMB SPEED - 76 KlAS GROSS WEIGHT - 2760 LBS. i I I I I' ' f :, ' il : , -.---- - j --+ Example w&bb"i 7 Cltmb pressure altllude 6000 fi Outsde air temperature 10'C I j 3 i ' - 1 I Rate of cl~mb240 F.P M - OUTSIDE AIR TEMPERATURE - 'C RATE OF CLIMB - FPM POWER - 2660 RPM FULL THROITLE MIXTURE - FUU RICH GROSS WEIGHT naut. 40 .30 .ZO -10 0 10 20 30 40 0 10 20 30 M 50 60 70 80 OUTSIDE AIR TEMPERATURE - "C FUEL. TlME AND DISTANCE TO CLIMB LYCOMINC MODEL 10-360-C SERIES, 200 HP ENGINE --AS-INSTALLED IN PA-28Rf-201 Prcss Std Alt. 110 HP - 55% POWER 130 HP - 65% POWER I50 HP - 75% POWER I Press Alt. 1 Temp 1 RPM AND MAN. PRESS. I RPM AND MAN. PRESS RPM AND MA\ PRESS : AIL. - 8000 -I F.T 9000 -3 2 1 .o 10000 - 5 F.T. 1 18.8 10000 l 1000 - 7 - 18.5 1 lo00 12000 -9 - 18.2 12000 13000 -I I - 17.8 13000 14000 -13 - 17.5 14000 TOmaintain constant power, corrcct manifold prcssurc approxirnatcly 0.16' Hgfor each 10°F variation in inlet air temperature from standard alt~tudctcmpcraturc. Add manifold prcssurc for air tcmpcraturcs abovc standard; subtract for tcrnpcraturcs bclou standard. Full throttle manifold prcssurc valucs may not bc obtalnablc when atrnosphcric condit~onsarc non-standard SECTION 5 I'II'EK Allt(~KAl;T CUltPOltA~LlON PERFORMANCE PA-28RT-201, ARROW IV THIS PAGE INTENTIONALzLY LEF1- BLANK R EI'OH'I': VR-1 130 5-22 ude MK)O lmpe rature Cru~seoms~de slr tempsrsture 3' C Range- 776 ~ut.mi. with rsrarve 850 ~ut.mi. wnhom reserve RANGE - NAUTICAL MILES (INCLUDES CLIMB & DESCENT DISTANCES) SECTION 5 I'II'ER AII1(:HAI:T CORPORA-PION PERFORhlANCE I'A-28RT-201, ARROW IV Prcssure Outside 45 Mill. Rcscrvc No Rcscrvc Altitude Air Tcmp. At 55% Powcr Feet OC % Power % Poucr 75 65 55 75 65 55 . --- - 0 - I5 654 709 754 715 775 H24 2000 v -19 666 720 766 728 787 838 4000 o -23 678 731 777 742 800 851 6000 2 -27 690 748 789 755 812 864 8000 k -3 1 - 752 800 -. 824 377 lO.000 - 35 -- 762 811 -- 836 880 12.000 - 39 -. - 821 - - 901 14,000 -43 -- - 83 3 -~. -- 912 ~ -- 0 0 671 726 772 733 793 844 2000 4 683 737 784 747 806 858 4000 -8 695 748 796 761 818 871 6000 wl- - I2 707 759 808 774 831 8X4 1 ROO0 < - 16 - 769 819 -- 843 807 10.000 (fl - 20 - 780 829 -- 855 910 12,000 - 24 - A 839 -. 92 1 14.000 -28 ~ -~ - U49 - - 930 - -- 0 30 701 756 805 766 826 RHO 2000 26 714 767 817 780 839 I(04 4000 Uo 22 726 778 829 794 852 907 6000 wl- 18 729 789 841 808 864 921 8000 14 -. 800 852 -. 876 933 lO.000 : 10 - 810 861 - 8RR 945 12.000 , 5 - - 867 .- 954 14.000 2 - - - 872 -. YO2 -.. 0 4 5 715 769 820 781 841 890 2000 4 1 728 781 833 796 854 910 4000 o 37 740 792 844 810 867 924 6000 s 3 3 753 803 856 R24 879 937 8000 < 29 - . 813 866 - 891 940 10.000 (fl 2 5 - 822 875 901 059 12.000 2 1 R79 905 14.000 17 RR 4 970 .- 1 ~- BEST POIVER RANGE - NAlJTICAI.h1II.ES NON-STANDARD TEMPERATURE EXPANSION <'IIAI1'I~ Figurc 5-29 ISSUED: SEPTEhlRER 14, 1979 REVISED: JANAlIRY 31, 1987 RANGE - NALlTlCAL MILES (INCLUDES CUMB & DESCENT DISTANCE) SECTION 5 PIPER AIRCRAFT CORPORATION PERFORMANCE PA-2SRT-201, ARROW IV Pressure Outside 45 Min. Reserve No Reserve Altitude Air Temp. At 55% Power Feet C % Power % Power 75 65 55 75 65 55 BEST ECONOMY RANGE - NAIJTICALMI1 .ES NON-STANDARD TEMPERATURE EXPANSIOYJ ('IIARI Figure 5-33 REPORT: \'B- 11 30 ISSUED: SEPTEMBER 14, 1979 5- 28 REI'ISrD: NOVEMRER 30, l9Rl ECONOMY ENDURANCE^ MIXTURE LEANED TO PEAK E.G.T. -A ------. -t- GEAR UP. FLAPS UP, 72 GAL. USEABLE FUEL - Cru~sepressure alr~rude 6000 fl. 10000 8000 6000 ENDURANCE - HOURS IINCLUDES TIME TO CLIMB & DESCEND) lN33S30 Nd3 000 L SVIX 9V L t OOOE - SNOlllaN03 031V130SSV -- ~WII'-13nj leu 6.01 = ('lw ~neu8 v L'S 1) puaasap 01 aauelsla v = 1 uiw 2 snulw u~wg) pua~sap01 awl1 = ( 1e6 s snulw le6 s 1) puaasap 01 lanj ).OZ a~nle~aawalJie ap~slnouo~~eu~~saa 4 006 L apnlille a~nssa~duolleullsaa 3.01 a~nle~aawa~JIV aplslno aslnJ3 4 0009 apn1111ea~nssa~d asinJ3 - 33NVlSIO 'O 3W11 30119 3. - 3tlnl~tl3d~31MIV 3015ln0 01 OC OL 0 L 0 01 0c 02 OL 0 OL' 02' OC. 01- ow tneu 5 g = I 1w ineu UIW 5 p = 1 ;: Cr . . 1 -n ,-- IS? I2 ' ? I - > 7 -Cr 1C 2 X = > OUTSIDE AIR TEMPERATURE - "C WEIGHT - POUNDS WIND COMPONENT - KNOTS % 2 - 1 -e z OOL TABLE OF CONTENTS SECTION 6 WEIGHT AND BALANCE - Paragraph No. 6.1 General ...... 61 - 6.3 Airplane Weighing Procedure ...... 6-2 6.5 Weight and Balance Data and Record...... 6-5 6.7 Weigh1 and Balance Derermina~ionTor Fligllt ...... 6-9 - 6.9 Instructions Tor Using the Weigh1 and Balance Plo~~er...... 6- 12a REPORT: VR-1130 6- 1 PIPER AIRCRAFT CORPORATION SF.('I'ION 6 PA-28RT-201, ARROW 1V WEI(;IIIT AND RAI.ANCE SECTION 6 WEIGIIT AND BAI.AN<:E 6.1 GENERAL In order to achieve the perlormance and gond llying cl~aractcristics which are designed into the airplane, it must be flown with the weigh1 and center of gravity (C.G.) position within the approved operaling range (envelope). Although the airplane offers flexibility of loading, it cannot be flown with the maximum number of adult passengers, full fucl tanks and maximum baggage. With the flexibility comcs respnnsihility. Thc pilot must ensure that the airplane is loaded within the loading envelope Ixfore IIC makes a takeoff. Misleading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loadcd one. The heavier the airplane is loaded, the less climb performance it will )lave. Center of gravity is a determining factor in flight cliarac~eristics.If the C.G. is too far forward in any airplane, it may bc difficult to rntatc for takeoff or landing. If the C.G. is too far aft, the airplanc 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 becomcs more difficult as thc ccntcr of gravity moves aft of the approved limit. A properly loaded airplane, however, will perform as intcndetl. Before the airplanc is delivered. it is weighed, and a basic empty weigllt and C.G. location is computed (basic empty weight consists of tl~cstandard cmpty weight of the airplane plus the optional equipment). Using the basic cmpty 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 approvcd envelope. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 6-1 SECTION 6 PIPER AIRCRAFT CORPORATION WElCllT AND BALANCE PA-28RT-201, ARROW IV The basic empty weight and C.G. location are recorded in the Weight and Balance Data Form (Figure 65) and the Weight and Balance Record (Figure 67). Tl~ecurrent values should always be used. Whenever new equipn~ent is added or any modification work is done, the mechanic responsible for the work is required to conlpute a new basic ernpty 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 weigl~tand balance calculation is necessary indetermining 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 forn~sused ill weighing an airplane ill production and ill computing basic ernpty weight. C.G. position. and useful load. Note that the useful load includes usable fuel, baggage, cargo and passengers. Following this is the metl~odfor con~putingtakeoff weight and C.G 6.3 AIRPI.ANE WEICIIING PROCEDURE At the time of delivery. I'ipcr Aircraft Corporation provides each airplane with the basic ernpty weight and center of gravity location. This data is supplied by Figure 65. I l~ercnloval or additiorl of equipment or airplane modifications can affect tile basic ellll)ty weight and center of gravity. '1-he following is a weiglii~~gprocedure to determine this basic enlpty weigl~tand center of gr;ivity loc;~tion: (I) Ilc ccrtain that all iten~schecked in tt~eairplar~eequipment li5t are installed in the proper locatio~lin the airplane. (2) Kerl~oveexcessive dirt, grease, moisture. foreign items such as rags and tools frnm the airplane before weighing. (3) I)cfuel airpla~~c.'It~en ope11 all fuel drain, urltil all ~cnli~irlingfuel is drair~ed.Operate er~gineon each tank u~ltila11 urldrair~ablefuel is uscd and ellgi~lestops. 1 hen add tl~eunir~at~ll: fucl (5.0 giillo~~stotal, 2.5 gallor~seach wing). HEFOHT: VB-1130 ISSIIEI): SEPTEMBER 14. 1979 62 PIPER AIRCRAFT CORPORATION SE(:TION 6 PA-28RT-201, ARROW IV WEICIIT AND BALANCE Whenever the fuel system is completely drained and fuel is replenished it will he necessary to run the engines for a minimum of 3 minu~esat 1000 RPM on each tank to insure no air exists in the fuel supply lines. (4) Fill with oil to full capacity. (5) Place pilot and copilot seats in fourtli (4th) notcli, 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 entrarlce and baggage doors closed. (6) Weigh the airplane inside a closed building lo preverit errors in scale readings due to wind. (h) lrveling (I) With airplane on scales, block main gear oleo pistons in tlie fully extended position. (2) Level airplane (refer to Figure 6-3) deflating nose wlleel tire, to center bubble or1 level. (c) Weighing - Airplane Basic Empty Weight (I) With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 63 SECTION 6 PIPER AIRCRAFT CORPORATION WEIGHT AND BALANCE PA-28RT-201, ARROW IV Scale Net Scale I'ositian and Symbol Reading Tare Weight Nose Wheel (N) Right Main Whrrl (R) I-eft Main Wheel (L) Basic Empty Weight, as Weighed (T) WEIGtIING FORM Figure 6- I (d) Basic Empty Weight Center of Gravity (I) Tile following geometry applies to the PA-28RT-201 airplane when it is level. Refer to Leveling paragraph 6.3 (b). Wing l.eadi11g Iltlgt: I he datur11 is 78.4 ir~cl~esahead of tl~c wing leading edge at the intersectioll of the un-tapered and A- 15t1 [apered ~L'C~~OII. 11 - 10') 7 I.EV EI,ING DIAGRAM Figure 6-3 ISSUED: SEPTEMBER 14, 1979 REVISEI): SEPTEMBER 5. 1980 PIPER AIRCRAFT CORPORATION SECTION 6 PA-UIRT-201, ARROW IV WEI(;I~TAND BALANCE (2) The basic empty weight center oC gravi~y(as wcigllcd including optional equipment, full oil ant1 r~nusablefr~cl) can be determined by the following form~~la: C.G. Arnl = N (A) + (R + L) (B) inches T Where: T = N + R + I - 6.5 WEICJIT AND BALANCE DATA AND RECORD The Basic Empty Weight, Center of Gravity I.ocation and Ilsclul I,oad listed in Figure 6-5 are for the airplane as delivered from the factory. 'These figures apply only to the specific airplane serial number and registration number shown. The basic empty weight of the airplane as delivered from the lactory has - been entered in the Weight and Balance Record (Figure 67). This form is provided to present the current status of the airplane basicempty 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: SEPTEMBER 14, 1979 REPORT: VB-1130 6-5 SECTION 6 PIPER AIRCRAFT CORPORATION WEIGIIT AND BALANCE PA-28RT-201, ARROW IV - - MOIIEL PA-28R1'-201 ARROW IV Airplanc Serial Number - I(egi5t1 tion on Number p---- I )ale _ - C.G. Arm Weiglll x (Inches All = Moment (Lbs) of Datum) (In-Lbs) Optional Equipment ll~cstar~dard enlpty weight includes full oil capacity and 5.0 gallons of llllll~;lt~lc~IICI, AIRI'I.ANE IJSEFIJI.I.OAD - NORh-IAI. CAI-EGORY OPERATION (Gross Weight) - (Basic Empty Weigllt) = Useful [Load (2750 Ibs.) - ( Ibs.) = Ibs. I IIIS HASIC' EMI'I-Y WEIGII.I', C.(;. i\NI) IISEFUL L.OAD ARE tCOR lllE AIRI'LANE AS I)EI.IVERED FROM THE FACTORY. REFE'I 10 j\Pl'KOI'RIAI~E /ZIHCRAF~I- RECOHI) WIIEN Al I FIIA I IONS IIAVE REEN MADE. R EPOHT: VB- I I30 ISSUED: SEPTEMBER 14, 1979 6- 6 REVISED: J1JI.Y 14, 1981 WEIGIIT AND BALANCE RECORD Figure 6-7 ISSUED: SEPTEMBER 14, 1979 REPOI~T:vn-1 1.30 6-7 SECTION 6 I'IPER AIRCRAFT CORPORATION WEI<;II'r AN11 BALANCE I'A-28HT-201. ARROW 1V \VI 6.7 WElGllT AND BA1,ANCE DETERMINAI'ION FOR F1,IGIIT (a) Add the weight of all items to be loaded to tlie 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 basicenlpty 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. - - Arm Aft Weight Datt~nl Moment (I.bs) (Inches) (In-L.bs) Basic Empty Weight Pilot and Front Passenger 340.0 80.5 27370 Passengers (Rear Seats) 340.0 1 18.1 40154 - p~p~~ p~ -- - Fuel (72 Gallons Maximum Usable) -.- Baggage (200 Lbs. Maximum) 142.8 -- Moment due to Retraction of Landing Gear Total Loaded Airplane The center of gravity (C.G.) of this sample loadirig probleln is at inches aft of the datum line. Locate this point ( ) on the C.G. range and weight graph. Since this point falls within the weight - C.6. envelope. this loading meets the weight and balance requirements. IT IS THE RESPONSIBILITY OF THE PII-O-rAND AIRCRAFT OWNER TO INSURE THAT THE AIRPI,ANE IS I.OADED PROPERLY. SAMPLE LOADING PROBLEM (NORMAL CATEGORY) Figure 6-9 REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 6-9 SECTION 6 PIPER AIRCRAFT CORPORATION WEI Arm Aft Weight Datum Moment (I.bs) (I~iclles) (111-1.bs) Rasic Eliipty Weigl~t I'ilat and Front I'asseliger 80.5 I'asser~gers(Rear Seats) 118.1 I;r~el (72 Gallons Maxinium Usable) 95.0 Baggage (200 I-bs. Maxinium) 142.8 Monient due to Retraction of 1-allcling Gear 'Total 1.oaded Airplane -. .. -- - --. ------. -- - -- I otals rriust be within approved weight and C.G. limits. It is ll~eresponsi- bili~yol tile airpla~leowner and tile pilot to insure that the airplane is loaded p~opvrly.I Ile Rasic Enipty Weight C.G. is noted on tllc Wzight and I3alance 1)ata 1:orlli (Figure 6-5). Ifthe airplane has been altered. refer to the Weight and llala~iccKecortl Tor this informalion. WEI(;II'I' AND BALANCE I.OAL)IN(; FORM Figure 6- 1 I H EI'~H I.: V R- 1 130 ISSIIED: SEPTEMBER 14, 1979 n- In SECTION 6 PIPER AIRCRAFT CORPORATION WEIGHT AND BALANCE PA-28RT-201, ARROW IV WEIGHT VS C G ENVELOPE REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 6-I2 REVISED: SEPTFblRER 5. 1980 PIPER AIRCRAFT CORPORATION SI;.(:'TION 6 PA-28RT-201, ARROW IV \VEIC,IlT AND BALANCE 6.9 INSTRUCTIONS FOR USING TllE WElGllT AN[) BAI,ANCE, PLOTTER This plotter is provided to enable the pilot quickly and convc~iie~~tlyto: (a) Determine the total weight and C.G. position. (b) Decide how to change his load if his first loading is not witl~inthe allowable envelope. Heat can warp or ruin the plotter if it is left in thesunlight. Replacement plotters may be purchased from Piper dealers and distributors. When the airplane is delivered, the basic weight and basic C.G.will be recorded on the computer. These should be changed any time the basic weight or C.G. location is changed. The plotter enables the user to add weights and correspo~idingmoments graphically. The effect of adding or disposing of useful load can easily be seen. The plotter does not cover the situation where cargo is loaded in locations other than on the seats or in the baggage cornpartnients. - Brief instructions are given on the plotter itself. 7.0 use it. first plot a point on the grid to locate the basic weight and C.G. location. This can be - put on more or less permanently because it will not change until the airplane is modified. Next, position the zero weight end of any one of the loading slots over this point. Using a pencil, draw a line along the slot to the weight which will be carried in that location. Then position the 7ero weight end of the next slot over the end of this line and draw another line repreqentingthe weight which will be located in this second position. Wlien all the loads have been drawn in this manner, the final end ofthe segmented line locates the total load and tlie C.G. position of the airplane for takeoff. II tllis point is - not within the allowable envelope it will be necessary to rcniove fr~el. baggage, or passengers andlor to rearrange baggage ant1 passeligers to get the final point to fall within tlie envelope. - Fuel burn-off and gear movement do not significantly affect the center of gravity. ISSUED: SEPTEMBER 5. 1980 REPORT: VB-1130 &12r SECTION 6 PIPER AIRCRAFT CORPORATION WEIGHT AND BALANCE PA-URT-201, ARROW IV SAMPLE PROBLEM A sample problenl wiil demonstrate the use ol the weight and balance plotter. Assume a basic weight and C.G. location oil600 pounds at 88.00inches respectively. We wish to carry a pilot aid 3 passengers. 7'wo nien wtighing 180 and 200 pounds will occt~pythe 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 60 gallons ol fuel. Will we be within the sale envelope? (a) Place a dot on the plotter grid at 1600 pounds and 88.00 to represent the basic airplane. (See illustration.) (b) Slide the slotted plastic into position so that the dot is under the slot lor 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 plas~icand plotting points to account for weight in the rear seats (80 + 100). baggage conipartment(45), and fuel tanks (360). (e) As can be seen from the illustration, the final dot shows the total weight to be 2565 pounds with the C.G. at 90.94. This is well within the envelope. (I) 'I l~erewill be roorn lor more fuel. As fuel is burned oil, the weight and C.G. will follow down the fuel line and stay within the envelope for landing. ISSUED: SEPTEMBER 5, 1980 PIPER AIRCRAFT CORPOHATION Sk:('fION 6 PA-28RT-201, ARROW IV WEIGIIT AND BAI,ANCE WEIGHT VS C.G ENVELOPE ISSUED: SEPTEMBER 5,1980 REPORT: VB-1130 6- 12~ SECTION 6 PIPER AIRCRAFT CORPORATION WElGliT AND BALANCE PA-28RT-201, ARROW IV REPORT: VB-1130 ISSlIFr' SEPTEMBER 5, 1980 L V7,l TAB1.E OF CONTENT'S SECTION 7 DESCRIPTION AND OPERATION OF TllE AIRPI.ANE AND ITS SYSTEhlS I'agc No. Tl~eAirplane ...... 7-1 Airframe ...... 7-1 Engine and I'ropellcr ...... 7-2 Induction Sys~rm...... 7-3 Engine Corltrols ...... 7-5 Landing Gear ...... 74 Flight Controls ...... 7-11 Fuel System ...... 7-12 Electrical System ...... 7-15 Vacuum System ...... 7-18 Pitot-Static System ...... 7-19 Instrument Panel ...... 7-22 Cabin Features ...... 7-23 Baggagc Area ...... 7-24 Heating, Ventilating and Defrosting Systenl ...... 7-26 Stall Warning ...... 7-27 Finish ...... 7-27 Air Conditionirlg ...... 7-27 Piper External Power ...... 7-29 Emergency I.ocator Transmitter ...... 7-29 PIPER AIH(,'HAFT COHPOHAI'ION Sk.('l'lON 7 PA-28RT-201, ARROW IV I)ES('I~II~I'LON/~PERATI~N SECTION 7 DESCRIPTION ANI) OPERA'TION 01 TIII.: AIRPI.ANR AN11 ITS SYSTIChlS The Arrow 1V is a single engine, retractable landing gear. all mctal airplane featuring the tail surf~cesin a "T"configuration. It has scating for - up to four occupants, a 200 pound luggage compnrtment. and a 200 lip engine. - 7.3 AIRFRAME With the exception of thc steel engine mount. tl~elanding gcar. - miscellaneous steel parts, the cowling. and the lightweight plastic extremities (tips of wings, tail fin and stabilator), the basic airframe is of aluminum alloy. Aerobatics are prohibited in this airplanc since the strlrcturc is not designcd for acrobatic loads. The fuselage is a semi-monocoque structure. There is a fro~~t(loor on the right side. A cargo door is installed aft of the rear scat. - The wing is of a conventional design semi-tapcred and e~ilploysa laminar flow NACA 652415 airfoil section. l'he main spar is located at approximately 40% of the chord aft of the leading edge. l'he wings are - attached to the fuselage by the insertion of the butt ends of tllc spar into a spar box carry-tlirough, wl~icliis an i~itcgrnlpart of the f~isclagcstr~lctlrrc. l'hc bolting of the spar ends into the spar box carry-tlirough .~tructure. which is located under the aft seats, provides in effect a continuolrs main - spar. The wings are also attaclied fore and aft of the niai~rspar by an auxiliary front spar and a rear spar. 'l'he rear spar. in addition to taking torque and drag loads, provides a mount for flaps and ailerons. I'hc four- position wi~lgflaps arc mcchanically controlled by a 11a11dlclocated hctwccn - the front seats. When fully retracted, the right flap locks illto place to provide a step for cabin entry. Each wing contairls one flrcl tank. ISSUED: SEPTEMBER 14, 1979 SE("1'ION 7 1'11'ER AII A vcrt~cal,tabili/cl, a11 all-~novablcIlori/or~~al ,labilalur, 2nd a rudder 111ake11p 111eCIII~CIIII~~C. (IIC 51abilatu1,WIIICII is III~IIIIIC~ 011 lop of ltle fin. illc~)rl~~;lleba11 ;l~~ii-\cr\,o tab wl~icl~irl~pro\,cs Iol~gitudinal 51i1biliry a~~d ~NOVI(I~.II,II~II~II~III;I~ 111111.'I 1115 till) IIIO\,C, III IIIC si1111c di~cc~ioi~ah 111c ~~~I~II~~IIOI.11111 \s 1111 111c1ca5ccl tla\.cI. I IIC AI I II\V I V IIIC o~po~;~lcha I yco111i11gI( )-300.(.'I('O li)~~~-cyli~~dcr, (IIIC~Itllivc. II~~I/LIIII;III~oppohcd I11c.l ~II~CCICIICII~IIIC laled at 200 Irc)~hcl)owuat 2700 ](I'M. 11 is lu11115l1ctlWIIII a slallcr, 60 alllpcrc 14-vi)ll ;I~ICIII.LIOI, ~l~icl(Ic(ligltiliol~. VilCllllllI I)~IIII~JIIVU, I11cl J)~IIII~. 1)rol)cllcr ~OV(.IIIIJI ;III~;I (11 y ;IIIIIIIII~IIIV~ Iypc il~d~lcriul~it11 I~lrcr. A ~ccc~~~~~i~wi(Icd ovcrl~~lrlIICI iod 15 babcd OII lycu~~iii~g5crv1ce rxpcrirr~cc.Sillcc I-YCOIII~II~ IIOIII IIIIIC 10 ~irtlcICV~~CS IIIC IL'COIII~ICII(~C~ UV~III~UIperiocl, he owner ~lrc~~rltlc11cc.L 111c I;IIC>I lyuor~~ir~gSCI.VICC III~IIUCI~UII111009 a1 I1i5 Piper tlc.~lcr 10i IIIC1.11~51 IC.L.OIIIIIICII(~L,(~ over Iti1\11pc.1 iocl ;III(Ilor ~III~addi11011a1 lllI111 111.111llII I II~;III~I;I~I I\ C~III~~C~WIIIIa cor~hlalil>peed. col~~rullable~i~ch ~IIU~)C.IIL.I1 IIL. ~uopcll~~co~~trol is Iuci11c.d ur~111c power qua(lral~tbe~wccn IIIC I~III~II~~i111tl ~II~XIIIIC COI~IIII~~. A III~XI~IIK COIII~IIIlock is j)ru~IJr~I10 ~ll~~\l111 61cll\~lllllll 01 IIlC lllixllllc col1liol illhlc.l(l 01 lllc l~il~~llc011t10l. I IIC CKII~IIJ~I~~\ICIII is a crohhover tyl)c, wl~ic.l~~rdueo back plcsburr a1111IIIIIII O~C, I)CI 101 ~~~,illce.It i5 COII~II ucled cr~tirelyol~tair~lc~s strel alld is C~UI~~CCIultl~dual 1111tlllcr5. ('abrn Ileal al~dwi~~dsl~icld dclru5ri11g ;Ire 1" "\~Iil(.tlI1y ;I Ilc~.lll~lhlllcllltl iIIOlll1~1IIIc 11111f~1~1 ,\I) oil L.IIOICI1% IIK.;IIC~ OII tl~cIOIW~ILI Io\vtr II~III 51dr ul'tl~e111-r wall, wi111 tllc air 111lc1 lo1 111rcoolc~ located on tl~erig111 bide ol Ille bollom cowli~~g,A W~III~II/;IIIIIII plate is provided lo restrict air duri~~gwi~~~er IIIKI;IIIIIII (SCC\\'IIIICII~;II~OII ill Ilal~dl~~~gand Scrvicir~g.) PIPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201, ARROW IV DESCRIPTION /OPERATION 7.7 INDUCTION SYSTEM The induction system incorporates a Bendix RSA-SAD I type fuel - injector. The injector is based on the principle of differential pressure, which balances air pressure against fuel pressure. The regulated fuel pressure established by the servo valve when applied across a fuel control (jetting system) makes the fuel flow proportional to airflow. Fuel pressure - regulation by the servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above most vapor forming conditions while fuel inlet pressure is low enough to allow use of a diaphragm pump. The servo system feature also checks vapor - lock and associated starting problems. The servo regulation meters fuel flow proportionally with airflow and - maintains the mixture as manually set for all engine speeds. The fuel flow divider receives metered fuel and distributes fuel toeach cylinder fuel nozzle. The fuel flow portion of the manifold pressure/fuel flow gauge is - connected to the flow divider and monitors fuel pressure. This instrument converts fuel pressure to an indication of fuel flow in gallons per hour and percentage of rated horsepower. - The alternate air source of the induction system contains a door that functions automatically or manually. If the primary source is obstructed, the door will open automatically. It may be opened manually by moving the selector on the right side of the quadrant. The primary source should always be used for takeoff. The pilot should read and follow the procedures recommended in the - Lycoming Operator's Manual for this engine, in order to obtain maximum engine efficiency and time between engine overhauls. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 7-3 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIFTION/OPERATION PA-28RT-201, ARROW IV CONTROL QUADRANT AND CONSOLE Figure 7- 1 REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 7-6 REVISEI): JANUARY 31, 1987 PIPER AIRCRAFT CORPORATION SklCTION 7 PA-28RT-201, ARROW IV DESCRl PTfON/OPERATION 7.9 ENGINE CONTRO1,S Engine controls consist of a throttlc co~itrol,a propeller co~itrola~id a mixture control lever. Thcsecontrols are located on the control quadrant on - the lower center of the instrument panel (Figure 7- 1) where they are accessible to both the pilot and the copilot. The controls rrtili~etenon-lined control cables to reduce friction and binding. - The throttle lever is used to adjust the manifold pressure. It incorporales a gear up warning horn switch which is activated during the last portion of travel of the throttle lever to the low power position. If tlie landing gear is - not locked down, the horn will sound until the gear is down and locked or until the power setting is increased. This is a safcty fcature lo warn of an inadvertent gear up landing. - The propeller control lever is used to adjust the propeller speed from high RPM to low RPM. - The mixture control levcr is used to adjust the air to fuel ratio. Ile engine is shut down by the placing of the mixture control lever in tlie frrll lean position. In addition, the mixture control has a lock to prevent activation of the mixture control instead of the pitch control. For information on the - leaning procedure, see the Avco-Lycoming Operator's Manual. The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or decrease the friction holding thc throttle, propeller, and mixture controls in a selected position. The alternate air control is located to the right or the control quadrant. - When the alternate air lever is in the up, or closed, position tlic engine is operating on filtered air; when the lever is in the down. or open, position the engine is operating on unfiltered, heated air. ISSUED: SEPTEMBER 14, 1979 REPORT: VR-1130 7- 5 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV .. AIRCRAFT EQUIPPED WITH ___ . ~~ . BACKUP GEAR EXTENDER 1.ANI)ING GEAR SEI,EC?'OH Figure 7-3 I IICAI row IV 1s equipped witl~a relractitble tricycle 1a11di11ggear, which 15 Ilydraulically acluated by all elec~ricallypowered reversible pu111p. The pu~npis co~~rrolledby a selector switch on tile instrument panel to the left of the col~trolquadrant (Figure 7-3). The lar~dinggear is I-etracted or extended ill a bout hceerl accoi~d,. , SOIII~ ;~ircral~al\o incorporale a prosure sr11si11gdev~ce in the systern wt~icl~lowcls tllc gcal ~egardlcs, of gear ,clcctor position. depending upon airsprrd i~rltl e~~gi~repower (propeller slip,trra~l~). <;ear cxtenbior~ is dcslg~lcdtu occur, cvcr~il the helector i, ~II111c up positior~,a1 a~rsperd,below app~oxinlatcly95 KIASwirh powel oll. I he ex~ensio~~specdswillva~ y f~om approx~~~~alely75 K IS to al,proxin~ately 95 KIAS depending on power ,elti~~gsand altitude, Fl~edevice also prevent, [he gear- l'roni re1r;lcting at ai~spectlsbclow al)ploxilna[rly 75 K-TS will1 full powcr, tl1011gh theselector swilc11 111ay be in lhc 111) posilio~~.1 his spcetl incrcascs will1 redirced powcr .111(1, 111 III(.IC.I~C\~;II~IIIIIIC ~I;IIIII;I~ovc~~i(ic 01 111c (Icvicc is 111ovi(Icd by PIPER AIRCRAFT CORI'ORATION S f-l(:'l'lON i PA-28RT-201, ARROW 1V DESCRIPTION /OI'ERATlOlri an cmergency gcar lever located betwecn the fro111seiits to !lie lcft of !lie flat. handle (refer to 1-igt~re7-9). Tlie sensing device operation is coritrolled h) differential air pressure across a flexible diaphragm which is nicclinnicall) linked to a hydraulic valve and an eleclrical switch wliicli actuates the pump motor. A high pressure and static air source for actt~ating!he diaphragm is provided in a mas! mounted on the left side of the ft~sclageabovc !he wing Any obstruction of !he holes in this mast will causc thc gcar to cxtcnd. Ari optional heated mast is available to alleviate ohstrl~ctionin icing conditions The optional heated mas! is turned on whenever the PI1-OT tlEA-I-is turned on. Avoid ejecting objects out of the pilot storm window which could possibly enter or nbstr~~ct the holes in tlie mast. The emergency gear lever, when placed in the raised position, can bc used to override !he system, and gear position is then controlled by thc selector switch regardless of airspeedIpower combinations. The cmergency gear lever is provided with a locking device which may be uscd to lock the ovcrride lever in the up position. The lock is locatcd on tlie left side pallel ol the console below the level of the manual override Icvcr. 1'0lock tlic override lever in the up position, raise the override lever to the full up position and push the pin in. A yellow warning light located below lie gcar sclec!or switch (Figure 7-3) flashes to warn the pilot !liar the automatic gear lowering system is disabled. The lock is spring-loaded to the off position !o aid disengagement. To disengage the lock raise the overridc lever and release. The lever will return to its normal position and the yellow flashing liglit will extinguish. The lever must also be locked in tllc raisctl (up) potition when gear-up stalls are practiced. The emergency gear lever, when used for emcrgcncy cxterisio~iof tlie gear, manually releases hydraulic pressure to permit the gear to frce-fall with spring assistance on the nose gear. Thc lever must he licltl in tlle downwartl position for emergency extension. Gear down and locked positions are indicated by tliree green lights located below the selector. and a red "Warning Gear \Jnsafe"light is located at the top of the panel. An all lights out condition indicates the gear is up. The landing gcar should no! be retracted above a specd of 109 KIAS and should not be extcndcd above a speed of 130 KIAS ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 7-7 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV .I he main landing gear uses 6.00 x 6 wheels. The main gear incorporate brake drums and Cleveland single disc hydraulic brake assemblies. The nose wheel carries a 5.00 x 5 four ply tire and the main gear use 6.00 x 6 six ply tires. All three tires are tube type. A rnicro-switcl~in the tl~rottlequadrant activates a warning 11orr1and red "Warr~i~~g(;ear Ut~safe"light under the following condi~io~~s: (a) Gear up alrd power rctluccd below approxi~~~atcly14 it~cllcsof rnar~ifoldpressure. (h) On aircraft equipped wit11 the backup gear extender, if the sys- tell1 has extended the landing gcar and the gear sclector is up. with the power reduced below approximately 14 inclles of ~nani- lold pressure. (c) (;car selector svtitcl~"IJP" while on the ground and tl~rottlein rctardcd position 011aircraft which are NOl'eq~tippedwith the backup gcar exte~~drran additional switch is installed which activates the warning horn and light whencver the flaps are extended beyond theapproach positior~(10') and tl~e landing gear are not down and locked. 'I IICgcar warning horn emits a high pitch beeptngsourld approximately 00 ti111c3 per III~IIII~C it1 cot~tras!to tllc >t;111 w;~rnir~ghorn wl~icl~ctnits a C~IIII~II~I~IIS hourrd IIlc IIOW gear is stcerable tl~rougl~a 30 degree arc each side of cer~ter thro~tgll1 he use oftIle r~tdderpedals. As the rlose wherl retracts, the steering linkage diseng;tgc> to reduce rudder pedal loiids in fligl~t.l'he nose wheel is equipped wit11 a hydraulic shimmy dampener to reduce nose wheel shimmy. A bungcc assen~blyis also included to reduce ground sleeri~~geffort and to di~tnpr~~sllocks a~rdhu1111)s during taxii~~g. I Ilc oleo s1r111\ale 01 tl~eair-oiltype, will1 IIO~III~~CXICIIS~~~ bcing2.75 + 25 i~lclleslor tllc [lobe gcar and 2.5 + .25 inches for the main gcar under trot 111alst:itic. load (L.III~IY weigl~tof ;iirpl;it~ep111\ It111 l.t~clLIII~ oil). I Ile stalrdard I)r;ikc system includes toe brakes on t11e left and right set ol ruddrr pedals alltl ;I hand brake located below and near the center of the ir~strutt~e~rtpanel. I he tor brakes and the hand brake have individual brake cy lirrtlcrh, htrt all cyli~ldcrsuse a conlnlon reservoir. .l-lie parking brake is i~lcorl)u~atcdin Ille lcvcr brake itt~dis opcratetl by ~)~tllit~gback OII the lever a~lddcp~esh~~~g the Luub attached to the top of the Ila~rdlc.To release the ~)arhi~~gIN,~hc. pull b;~ckon the br;rkc Ic\,cr; ~IICIIallow tl~ch;~~~tllc to swing f01 w;ll (1 ISSUED: SI;.I''I EhlBEH 14, 1979 ItLVISEI): JANIJAHY 31. I987 I'IPEH AIsiC'IIA1;'1' COIII'OHATION SECTION 7 PA-28RT-201, ARROW IV DESCRIPTION/OPERATION LANDING GEAR AClUATOr( 25 IIUP I manSHOWN IN DOWN LOCKED POSIIION WITH sifluls COMPRFSSED 8110 THROTTLE CLOSED. 7 LIGHT LEGENO. fl REDLIGIII I-YELLOW L1GHl G.GflEENLIGW1 W-WIIITE LlGllT YO-NORULLLT OPE,, 9 AlRcenrl EOU~PFCO~1181 OaCK?IP GEnc EZI~NOER LANDING GEAR ELECTRICAL SCHEMATIC Figure 7-5 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 7-9 SECTION 7 PIPER AIRCRAFT CQRPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV HYORAULIC PUMP RESERVOIR flllfR -6118 UP CHICK HOTL I. AIRCRAFT LQUlPPEO WITH BACKUP CEAR EXTEMOtR. NOTE 2. AUTOMAllC GEAR OOWH AEFLAEHCL IS FOR AIRCRAFT LOUIPPEO WlTll BACKUP CEAR EXTEHOtR LANDING GEAR HYDRAULIC SCIIEMATIC Figure 7-7 REPORT: VB-1130 ISSLJED:SEPTEMBER 14, 1979 7-10 REVISED: JANUARY 31, 1987 I'IPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201, ARROW IV DESCRIPTION/OPERATION FI,ICHT CONTROL CONSO1,E Figure 7-9 2 C - -- -.I-- 7.13 FLIGHT CONTROLS Dual flight controls are provided as standard equipment. A cable system provides actuation of the control surfaces when the flight controls are moved in their respective directions. Thc horizontal surfacc (stabilator) is nioun~cdatop the fin in a "1'" configuration and features a trirn tab/servo mounted on the trailing edge. - This tab serves the dual function of providing trimcontrol and pitch control forces. The trirn function is controlled by a trim control wheel located on the control console bctwecn tlie two front seats(Figurc 7-9). Rotating thc wliccl - forward givcs nose dow~itrim and rotation aft gives nosc up trim. The rudder is convcn~ionalin dcsign and incorporates a ruddcr trim. The trim mcchatiism is a spring-loaded rcccnlering dcvicc. The trirn conlrol is localcd on Ihc righ~side of the pcdcstal below the tlirolllc quadrant. Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim. - ISSUED: SEPTEMBER 114, 1979 REPORT: VB-1130 REVISED: JANUARY 31, 1987 7-1 1 SECTION 7 I'IPER A1ItCltAI:T COltl'ORA'rION DI1S<~RII"I'ION/0IDEl~A~l'lON I'A-281t'I'-201, ARROW IV M~IIII;III~co~~t~.olIe(I I'l;~ps ill-e ~~ro\)itlcd.'l'llcy ;II.~cxlcntlctl 11y ;I cor~lrol c;rOlc ;r~~tl;Ire sl)~i~~g-lo;~tlctl10 Illc rcl~.;~clctl(111)) positio~~.'l'l~c cor~lrol is loca~ctlbc~wccl~ lllc IWO I'ror~~sci~ls or1 tile conlrul col~solc..l'o extend llle I'li~l~sp~~ll111cIlit~~dlc 111) IO 111ctlcsirctl fl;~psetting 01' 10, 25 or 40 degrees. -1'0 relr;rct, dcpl.css tllc hul~or~or1 111cc11d of the Ili~ndlc;~rltl lo\\~cr tllc cor~t~.ol. WII~IIcxtcl~tlil~g 01. t-cll-acting Il;~ps,llicrc is a pitcl~cl~al~gc ill 111s ;lircral't. 'I.l~ispi~cll cl~;~~~gc can be col.rcclctl cilllcr I)y slaI~il;~tor11.ilil or ir~crcasctlcor~t~.ol wllccl I'orcc. Wllcn lllc Ilaps arc ill tile rctl.aclcd positioli lllc rig111 1'I;10, ~)rovitlcdwit11 a o\lcr-ccnlcr lock ~nccl~i~~~is~n.;~cls;IS ;I slcl~. NOI li 'll~c1-igl11 I'l;~p will sllpporl a load only iri tile 1'11llyr-c~l.;~c~cd (lrp) posi~iol~.Wl~eli lo;~dingi~rld tll~lo;~tli~igp;~sscrlgcrs riiakc s111.c111c I'~;IIIS arc in tllc r.c~r;~c~c(l(up) ~~osilio~~. '1-llc I~rclsyslcrn was clcsigrlctl will1 siriiplicily iri ~iii~itl.11 incorpori~~cs t\vo 111clt;rlrlrs, ol~cill c;~cl~wing col~t;riniilg38.5 I1.S. (iallolis, givinga total c;~p;~ci~y01'77 gallorls, ol'wliicl~72 galloris irre us;~hlc.Ilacli ~;III~is ciluippctl \villi ;I I'iIlcr ~icckilidic;r~or I;I~ to ;tit1 ill tlc~crlniliirigI'ucl r.c~iiairiirigwlicr~ 111c ~;lrlksare rio~full. Ils;~blccill~iicily to Ilic hotlorn ol'~hcindic;~~or tab is 25 g;rllor~s.Tllc 1ni11ilii11111I'ucl gr;~tlcis 100 (green). 'l'llc 1i11iksill-c ;~t~i~clictlto ~Iic le;idi~lgedge of 111c wi11g wit11 sc~.cws;111tl ;II~;III i111cg1.;1l~;III 01' 111e \vit~g strucI~~re.I'liis allows I.CIIIOV~III'or service. .l-lic tanks arc vc111cdi~~diviclirally by a vent tube wl~icl~protrudes below [lie bottoni 01' the wing ;I( 111crear inboa1.d corner of ci~cl~tirlik. l'llc vents sllould hc clieclctl periodically ro ;~sceriail~111i1t 111c vcr~~is 1101 obstr-uctetl ar~tlwill allo\v p;~ssi~gcof' ;~ir. ltacli [uel t;~r~k11;~s :III indivitlu;~lcltrick cl1.;1i11 loci~tctlat tllc bo110111 i11ho;lrtl rear co~llcr. I Ilc I'ucl s~r;~incr;~l.so il~cor.pol;~~cs ;I cluick clr;liri, \vliicl~ is loca~cdOII tllc It11 Ioi~crpor~ioti OI'IIIC lire \v;11l. I IIC t111icktll.;~i~i pr01rudc.s ilirt~111e co\vIil~g10 ;~llo\vcasy dr;ii~~i~~gof' tlic ftlcl strai~~c~-.'1.0 avoid 111e ;~ccun~~llntionof water ;III~scdiliieu~. 111c fuel sumps arid str;~irlcrslloulcl be tlrairied daily prio~lo I'irs~Iligl~t ;111(l ;\l'tcr refueling. PIPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201, ARROW IV DESCRIPTION/OPERATION rNflPRESSURE W6E /" -1UEl ilOW 6AU6i 3.n-t~61Ht DRIVtH NtL PUYP 4-ELtCTIIC iUtl PUYP %:ySUPPLYkH0 Lltit ORAM .:=ad -fIRtWAlL FUEL SYSTEM SCHEMATIC Figure 7- 1 1 ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 7-13 SECTION 7 PIPER AIRCRAFT CORPORA'I'ION DESCRIPTION/OPERATION PA-28RT-201, ARROW 1V FUEL SELECTOR Figure 7- 13 CA UTION When draining fuel, care should be taken to ensure that no fire hazard exists before starting the engine. A fuel tank selector allows the pilot to control the flow of fuel of the engine, and is located on the left side wall below the instrument panel. It has three positions; OFF, LEFTTANK. and RIGHT TANK. The arrow on the handle of the selector points to the tank which is supplyingfuel to theengine. The valve also incorporates a safety latch which prevents inadvertently selecting the "OFF" position. Normally fuel is supplied to the engine through an engine-driven fuel pump. An electric fuel pump serves as a back-up feature. The electric fuel pump is controlled by a rocker switch on the switch panel above the throttle quadrant. The electric fuel pump should be ON when switching fuel tanks and during takeoffs and landings. Fuel quantity and pressure are indicated on gauges on the instrument panel. There is a separate fuel quantity gauge for each tank. REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 7-14 4EVISED: NOFrEMRB;,R30, loti1 PIPER AIRCRAFT CORPORATION I SECTION 7 PA-28RT-201, ARROW IV DESCRIPTION/OPERATION 7.17 ELECTRICAL SYSTEM All switches are grouped in a switch panel above the power quadrant. On the lower right side of the instrument panel is thecircuit panel, witheach breaker clearly marked to show what circuit it protects. Also, circuit provisions are made to handle the addition of communications and navigational equipment. Standard electrical accessories include alternator, starter, electric fuel pump, stall warning indicator, 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. - Optional electrical accessories include navigation anti-collision, landing, instrument and cabin dome lights. Navigation and radio lights are controlled by a rheostat switch on the left side of the switch panel. The instrument panel lights are controlled by a rheostat switch on the right side - of the panel. 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 it. A map light window in the lens is actuated by an adjacent switch. WARNING When optional and panel lights are installed, rheostat switch must be off to obtain gear lights full intensity during daytime flying. When aircraft is operated at night and panel light rheostat switch is turned on, gear lights will automatically dim. The anti-collision and landing lights are controlled by rocker switches on the switch panel. ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 REVISED: JULY 14, 1981 7-15 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV ALTERNATOR AND STARTER SCHEMATIC Figure 7-15 REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 7-1 6 p~~lcr'rr.qr -, nrrr 7.. fnrb! PIPKR AIR~RAI;.~ (I)R I~ORAI ION SL('1.10~ PA-28HT-201, AItHOW IV l~~S~~Rll"l'lON/OP~RA'~lOt CIRCIIIT BREAKER PANEI. I:ig~rre 7- 17 WARNING Anti-colltsion liglits sliould not he operatitig when flying ttirough cloud. fog or Iiare, since tlie reflected light can produce spatial disorientation. Strobe liglits shoultl not be ~~sctl in close proxilliity to tlic grou~ids~~cli as tlrtririg tirxiing, takeoff or lalitling. On airplanes with interlocked RA'l' and A1.T switclics, the A1.T switch is mechanically interlocked with tlie BAT switch. When A1.T switch is turned ON. the BAT switcli will also be turried ON. On airplanes with separate HA l' ant1 AI.'I' switcli operation. the switches mil y be positioned intlependcntly as desired - ISSI.IED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISEI): MARC11 18, 1981 7- 17 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV l'he primary electrical power source is a 14-volt, 60-amp alternator, which is protected by a voltage regulator and an overvoltage relay. The alternator provide5 11111electrical power output even at low engine KPM. This provides i~~~l~rovrdradio and elect~icalcq~~iplncr~t oper;~tior~ and increahcb I~atter)lilr by reducir~gba~tcry load Scco~ldi~rypower- is provided hy a 12-volt, 25-al11pele IIOII~ battery. he an~nleteras inhtalled does {lot sl~owbattery discl~;rrgc; rather it shows the electrical load placed or) the systcln. With all the electrical equipment off, ant1 tl~emaster switcl~on, the arnnleler will indicate the cl~argi~~grate of the battery. As each electrical u~~itis switcl~ed on, the a~lllllrtrrwill indicate the total alnpere d~awof all the t~nilsii~cluding the battery. t.'o~example, the average col~tinuousload for l~igl~tllyi~~g with radios 011 is about 30 amperes. .l'lle 30 ampere value plus 2 anlperes for charging thc battery will then sllow OII the ammeter, indicatil~gthe alter~~;~tori\ I~r~~clio~lir~g properly. Solenoids, provided in the battery and starter circuits, are used to control 11igl1cllrrcnt dr;~i~~f~~~~ctions rer~lotely Tr-ol~~ the ci~hill. ll~cvaculrrn syslem is designed to operate the air driven gyro I~lstrullle~lts.'I 11is includes the directional and attitudegyros when installed. '1 he systen~consists of an engine vacuunl pump, a vacuunl reg~~lator,a filter a11d the Ileccssal~~)l~~n~bir~g. I IICvacuulll I)IIIII~is a dry type pump which eliini~latesthe need for an airloil scpi~ratoral~tl its plumbing. A shear drive protects tllc c11gi11efl-on1 danl;~gc.If tl~edr ivc hllcars the gyros will becon~einoperative. 'I Ile vacullnl pugc,rllounted on the light instr~~~nentpanel to the right ol the I; clios. (rcler to I'igure 7-21) provides valuable il~lorrnationto the pilot ahout tllc operation ol the vacuum system. A decrease in pressure in a system Illat 112s rc~~~ail~edconstant over an extended period, lllay indicatc a dirty lillcr, dirty scrcclls, possibly a sticking vacuunl rcgulator or leak in ~y~lclll(a low V;I~IIIIIII ill(licator light is provided ill thc a~~~~~~~lciatorpanel). Zcro pl.cshule would il~dicatea shcared pump drive, defective pun~p. possit)ly a Ilcfecli~egauge or collapsed line. In the event of any gauge H EI'OH'I: V B- I13~ 7- 1 A l'll'l*;H AIH('I variation fro111lllc Ilorrn, IIIC pilot sl~oultlIlnvc il n1cc11;111iccllcck Illc systcrll lo prcvcnl possihlc tl;~r~~agclo Illc systclll co~~~ponc~ilsor cvc~~tl~;~l f;11111rc of tl1c syslclll. A v;lcuurn rcgrllntor is providcd in tllc systc111to protect 111cF~IO~ 1 llc valvc is sc~so tlic nornl;ll vacutlnl rcnds4.8 lo5.1 irlcllcs ofr~~crcllry.;I sc~ting which providcs sufficienl vaclrlrrll 10 opcrnle all tlic gyros tl~cirratcd RPM. Higllcr scltings will damage lhcgyrosa~~dwi111n low sc~~i~~gtllcgyros will bc urlrcli;~hlc.-1 Ilc rcgula(or is locnlcd hcliintl IIIC ~II~I~III~CIII ~;IIICI 7.2 I I'ITOT-STATIC SYSTEM 'I llc systclll sr~pplicsboth pilol ant1 slatic prcssrlrc for tllc nlr%pcctl indicator, altiriletcr and vcrticnl spcctl indicator (wllcn inst;lllctl) Pilo1 ;lnd static prcsslrrc ;IIC pickcd up hy lllc pi~o~I~c;~cl 1111 tllc I)OIIOIII of tllc Icfl wing. An optioli;ll Ilci~Icdpilot Ilca(l. wllicli ;~llcv~;~tc\p~ol)lcr~~s wit11 icing or Ilcnvy rain, is nvnilnhlc. 'I Ilc swi~cllfor pi~o~11c;lt is Iocntctl OII tl~cswilcl~ p;~ncl, I'II%II-I)II~IoII typc pilo1 ;III(I%I;I~Ic (II;IIII\ ;II~ l~(.:~tr,l (111 111r lowcr Icll sidcw;~llof tllc cockpit An al(crlln(c stallc sorlrcc is available ;IS op~iolinlC~III~II~CIII. l llc conlrol valvc is localcd hclow the left sidc of (11.: ins~r~~n~cn~pnncl W~ICII Ihc valve is sct in tllc altcrnnlc position, tllc ;~lli~nclcr.vc11ic;il \pcctl i~l(lic;~tor and airspcctl intlic;l~orwill hc using cabin air for st;~~ic~IC~~IIIC 'I IIC st01111 window nntl cnhin vcnls 1111151 hc cIosc(1 nntl IIIC c;~hirl11c;ltcr ;111tl tlclro\(cr rn~rslhc on dr~rirlgnllcr~~alc s(;l(ic sourcc opcrn~iotl.'I IIC;~lti~llc~cr crrol is Icss Illan 50 fcct unless o(llc~wisc plncn~tlctl. '1'0 prcvcnt hugs nlltl wnlc~fronl cnlcring lllc pilot ;III~SI;IIIC prcssIIIc llolcs wllcn tllc airplanc is pnrkcd. n cover slloultl he placctl ovc~tllc pitol Ilcnd. A partiillly or corllplctcly hlockcd pi101llcatl w~llgivc crrntlc OI 7cro rcadings nn Ihc ins~runlcnls. ISSIIk:I): SEP'~1:hlBEH 14, 1979 REVISED: SEPTEMBER 5, 1980 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OI'ERATION PA-28RT-201, ARROW IV 1 A1 IIMETEH 2 VEHTlC4L SPEED INDl( AlOR 3 4lfl5PtEU INDICPIOH 4 PIIOI~SlAllCIltPD b IIEAltD ~IIOI5WIII It IUPIIONALI 6 A1 IkIINAlk 51411~~OIIHI t vAIVt 1 I'll01 AN11 ',14ll[ l~IlAlt45 71 72 ?I 71 75 76 71 76 :9 35 I1 32 31 31 35 36 31 1639 10 11 11 1 CLOCK 16 TRANSPONDER 30 CLUSTER GAUGES 2 TURN COORDINATOR 17 ADF 31 TACHOMmR 3 AIRSPEED INDICATOR 18 CLIMATE CONTROL AREA 32 GEAR SELECTOR SWITCH 4 AnfTUDE GYRO 19 VACUUM GAUGE 33 GEAR INDICATOR LIGHTS 5 DIRECTIONAL GYRO 20 CIGAR UGHTER 34 CONTROL QUADRANT 6 ALTlMmR 21 MIKE JACK 35 MIKE ATTACHMENT 7 VERTIUL SPEED INDICATOR 22 PHONE JACK 36 MIXRJRE CONTROL LOCKS 8 ANNUNCLATOR DISPLAY 23 AUTOPILOT . AUTOCONTROL Ill8 37 FRICTION CONTROL LEVER 9 OMNI AND GUOE SLOPE INDICATOR ALTIMAllC IllC 38 ALTERNATE AIR SELECTOR 10 OMNI INDICATOR 24 CLUSTER GAUGES 19 ELECTRIC SWITCHES 11 AIR CONDITIONER DOOR LIGHT 25 OMNI COUPLER EGT GUAGE 12 COMPASS 26 NAV 1 NAV 2 SWITCH 41 EMERGENCY 8US SWITCH 13 AUDIO COHTROL PANEL 27 ELEClRIC TRIM SWITCH 42 CIRCUIT BREAKER PANEL 1 A COMMUNICAITONS TRANSCENERS 28 IGNITION MCH 15 RADIO MASTER SWCH 29 MANIFOLD PRESSURE/FUEL FLOW GAUGE SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV 7.23 INSTRUMENT I'ANEL The instrunlent panel is designed to accommodate the customary advanced Ilight irlstruments and the normally required power plant illstruments. The a~tilicial horizon and directional gyro are vacuum operated and are located in tl~ecenter of the left hand irlstrument panel. The vacuun~gauge is located on the right II;III~ instrl~l~~entpar~cl. Il~e turn illdicator, or1 tile lel~side, is electrically operated. 'I 11e radios are located in the center section of the panel. and the circuit breakers are in the lower right corller ofthe panel. An optional radio master switch is located near the top of the instr~rrnentpanel between the radio stacks. It co~~trolsthe power to all radios througll the aircralt inaster swticl~. A11 elrrergel1cy bus switcl~is also provided to provide a~~xiliarypower to the avior~ichbus in event ofa radio master switcl~circuit failure. The emergency 1)11sswitch is located behind the lower rig111shin guard left of the circuit breaker panel. An annunciator panel is mounted in the upper instrument panel to warn the pilot ola possible n~alfunctionin the alternator, oil pressure. or vacuum systerns PlPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201, ARROW 1V DESCRIPTION/OPEHATION CABlN DOOR LATCH Figure 7-23 7.25 CABlN FEATURES All seat backs have three positions: normal, intermediate and recline. The adjustment lever is located at the base of the seat back on the outboard side of the seat. The front seats adjust fore and aft for ease of entry and occupant comfort. An armrest is located on the side panels adjacent to the - front seat. The rear seats are easily 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 accon~plishedby depressing the pIunger behind each rear leg. Optional headrests &re available. A single strap adjustable shoulder harness located above the side window, protects each front seat occupant. Optional shoulder straps for the rear occupants are available. 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 inboard hip. Adjust this fixed strap so that all controls are accessible while maintaining adequate restraint for the occupant. Shoulder harnesses with inertial reels are available for all four seats. A check of the ISSUED: SEPTEMBER 14,1979 REPORT: VB-1130 REVISED: NOVEMBER 30, 1981 7-23 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201, ARROW IV inertial reel mechanism can be made by pulling sharply on the strap and checking that the reel will lock in place under sudden stress; this locking feature prevents the strap from extending and holds the occupant .in place. Under normal movement the strap will extend and retract as required. Shoulder harnesses sho~lldbe routinely worn during takeoff, landing and whenever an inflight emergency situation occurs. Additional features include pilot storm window, two sun visors, ash trays for each occupant, map pockets located on the side pancls below the instrument panel. n~iscellaneouspockets on the rear ofthe front seat backs. armrests for the front occupants, cabin or baggagc door locks and ignition lock. The cabin door is double latched. To close the cabin door, hold the door closed with the arm set while moving the side door latch to the "LATCHED" position. Then engage the top latch. Both latches must be becured before flight. 7.27 BAGGAGE AREA A large baggage area, located behind the rear seats, in accessible either rrom the cabin or through a large outside baggage door on the right side of the aircraft. Maximurn capacity is 200 Ibs. Tie-down straps are provided and should be used at all times. NOTE It is the pilot's responsibility to be sure when the baggage is loaded that the aircraft C.C. falls within the allowable C.G. Range. (See Weight and Balance Section.) REPORT: VB-1130 ISSUED: SEPTEMBER 14, 1979 7-24 REVISED: NO\'TMf3FR 70 IORl ~'IYLBIAldPCl6AB; I ~klEt1"UiiACY8?4 SEC'I'1ON 7 PA-28RT-281, ARROW IV DESCRIPTION/OPER ATION 1. FRESH AIR INLET 1 2. FRESH AIR INLET 3. FRESH AIR BLOWER 4. BULKHEAD ASSEMBLY 5 FRESH AIR DUCT 6 CABIN EXHAUST OUTLET 7 CABIN VENT 8 CONTROL PANEL 3 DEFROSTER CONTROL LINE 10. HEATER CONTROL LINE 11. CABIN HEAT DIVERSION CONTROL 12. FRESH AIR CONTROL - HEATING AND VENTILATING AND DEFROSTING SYSTEM Figure 7-25 ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 7-29 SECTION 7 PIPER AIRCRAFT CORPORATION DESCMJPTION/OPERATI[ON PA-28RT-201. ARROW IV 7.29 HEATING, VENTILATlNG AND DEFROSTING SYSTEM The heating system is designed to provide maximum comfort for the occupants during winter and cool weather flights. The system includes a heat shroud, heal ducts, defroster outlets, heat and defroster colltrols. When cabin heat is operated, heat duct surface becomes hot. This could result in burns if arrns or legs are placed too close to heat duct outlets or surface. An opening in the front of the lower cowl admits air to the heater shroud and then the air is ducted to the heater shut-offs on the right and left side of the fire wall. When the shut-off's are opened the heated air then enters the heat ducts located along each side of the center console. Outlets in the heat ducts are located at each seat location. Airflow to the rear seats call be regulated by controls in the heat ducts located between the front seats. The temperature of the cabin is regulated by the heater control located on the right side of the instrument panel. Defrosting is accomplished by heat outlets located on the right and left side of the cowl cover. Heated air is ducted directly to defroster shut-off valves at the fire wall, then to the defroster outlets. The airflow is regulated by a defroster control located below the heat control. To aid air distribution, the cabin air is exhausted overboard by an outlet located on the bottom of the fuselage. Cabin exhaust outlets are located below and outboard of the rear seats. The above features are removed when air conditioning is installed. ' Optional individual overhead fresh air outlets supply fresh air from a louvered inlet on the side of the aft fuselage. The air is then ducted to the individual outlets. For individual comfort, the amount and direction of air can be regulated to control the amount of air and direction of desired airflow. An optional blower is available which forces outside air through the overhead vents for ground use. The blower is operated by a "FAN"switch with 3 positions - "OFF," "LOW," or "HIGH." REPORT: VB-I130 ISSUED: SEPTEMBER 14, 1979 7-26 PIPER AIRCRAFT CORPOKAI'ION SEX'TION 7 PA-28RT-201, ARROW 1V DESCRIPTION/OPERATION - 7.31 STALL WARNING An approaching stall is indicated by a stall warning horn which 15 -- activated bctween fivc and ten knots above stall spcetl. Mild to rl~oderate airframe buffeting and ge~~tlcpitching may also prcccdc tl~cstall. Stall speeds are shown on graphs in the Performance Section. I-liestall warning horn emits a continuous sound. The landing gear warning horn is different - in that it emits a high pitch beeping sound approximately 90 limes per minute. The stall warning horn is activated by a lift detector irlslalled on the leading edge of the left wing. During preflight, the stall warning system should be checked by turning the master switch ON. liftilig thc detcctor ar~d - checking to detertnine if the horn is actuated. - All ex~eriorsurfaces are primed with etching primer and fl~iirllcdwitli acrylic lacquer. To keep the finish atlractive looking, ccnnnnty si7c rprny cans of touch-up paint are available from Pipcr 1)calcrs Arl op~iorinl - polyurethane finish is available I 7.35 AIR CONDITIONING* - The air conditioning system is a recirculating air systeni. r lie niajnr components include an evaporator, a condenser, a comprcssor, a blower. swilches and temperature controls. - - The evaporator is located behind the rear baggage cornpartrt~cnt I his cools the air used for the air conditioning system. - The condenser is morrnted on a retractablescooploca~eclon ~lrcboltor11 ofthe fuselage and to the rear oCtlle baggage compartment area TIlescoop extends when the air conditioner is ON and retracts to a flush position when - the system is OFF. The compressor is mounted on the rear left side oilhe engine. It has an electric clutch which automatically cngages or disengages tl~ecnniprcssor to the belt drive systeni of thc coniprcssor. Air from the baggagc area is drawn through tlic evaporator by the - blower and distributed through an overhead duct to individual outlcts located adjacent to each occupant. *Optional equipment - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: JANUARY 31. 1987 7-27 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRII'TION/OPERATION PA-28RT-201, ARROW IV I IIC switcllcs a~ldtcIIIpe1.a1urc co~~trolarc located on llrc lower rig111 side ol the instrument panel in the climate control center panel. The te~nperatureco111ro1 regulates the temperature of the cabin. Turning the control clockwise i~lcrcasescooli~~g; cou~~terclockwisc decreases cooling. 'I llc Tan s1)et.d switch and the air conditio~~iogON-OI;F bwitch are i~rboa~dof ~lletel~~periiture cor~trul. I'l~e Tall call be operated indcpenderltly oT tllc air co~~ditio~~i~~g;however. the Ti111 mllst be on lor air conditioner operatloll. I.IIIII~II~~IIIICI. switcl~011 will disengage Illc collll)ressor clutctl and rct~ilcttile co~r(Ierlserdoor. Coolil~gairsllould be felt within one nli~lute aftcr tl~c;iir co~~(Iitio~~cris turned 011. NOI E II tllc systcrll is 1101 operating ill 5 nlinutes, tllrn tl~rsystcrll OFF until tllc fault is cor~ectctl. Il~eLIII suitcl~ i~llows opcr;~tio~l of ttlc ~;IIIwill) the air CUII~III~IIC~ IUI 11cd 01.1; to 21d ill ei~bi~rair circulation. "1.0Ww or "IIIGll" call be selected to direct a flow oT air tl~rorrghtl~e air corlditioner outlets in the ovcrl~c;~(ltlt~ct I l~r~outlets C;III be ;~(lju>tcdor tu~~led011' i~~dividually. I 11c ~OII~~IISC~d~)orlight is located to the right oT~heengine irlstrurne~~t cluster in front of the pilot. .I Ile door ligl~tillu~~li~~ates wllt.11tlle door is open ;III~is of1 ullc~~tl~c cloor is closed. A c~~cu~ttllcaker- 011 tl~ccirc~~i( hl-cahc~ I),III~~protccts rl~eair ~OII~~III~IIIIII~clc~r~~cal system l!'l~e~rcvertile tllrottle is in the full forward posi~ion,it actuatesa rllicro switcll wl~icl~disel~gages the compressor and retracts the scoop. 1hi5 allows III;IXII~~IIIII1)owel a~ltlIII~IX~~IIIII I ate olcli~llh.'l'llc far1 conti~~ucsto operate 2llI.J tllc ;I~Iw~ll I~III;I~II cool Tor albout orle 111i11ute.Whe11 tllc tll~ottleis ~c~~~tl(,tli~~)oroki~~~~~tcly I/4 ~IICII, IIIC L'IIIICII will e~~gi~ge.IIIC scoop will cxtc~lcl.;III(~ lllc \)\ICIII will ag;~i~~311l)l1ly cool, tlry ti^. PIPER AIHCRAI:T COHPOHATION SE;("I'ION 7 PA-28RT-201, ARROW IV I)F:SCRIPTI'ON/OPEUATION ------ 7.37 PIPER EXTERNAI. POWEIt* An optional starling installalion kr~ownas I'ipcr lixtcrllill I'owcr (PEP) is accessible tl~rollgl~a receptacle locatctl or1 thc rig111 title of the rusclage just aft of t he Tire wall. An external battcry can hc ~OIII,~CI~(I10 IIle socket. thus allowing the opcrator to crank tllc c~~gil~cWII~IOIII llavillF 10 gain access to the airplane's hattcry. 7.39 EMERGENCY I,OCATOH TRANSblITTEIt* .I he E~ncrgcncy1.ocator rransmitter (El,l') rncctx tl~crcc,~~~rcr~lcr~t\ (11 FAR 91.52. It operates or1 self-contained battcrics nlltl is loca~cdIn tllc aft fuselage section. It is accessible tl~rol~gha rcctal~gulnr cover clrl ttlc ri~lrt hand side. A nurrrbcr 2 Phillips scrcwdrivcr is requ~rcdto rclllovc IIIC cover A battery rcplaccmc~~tdate is marked OII tllc trar~sn~ittcr.I I, ct1111l1ly with FAA regulations, the battery must he rcplaccd 011 or bcforc tl~isd;ltc. The battery must also bc replaced if tllc transmitter llas hccn rrsctl in an emergency situation or if the accumulated test timc cxccctls onc Ilo~~r,or if the unit has been inadvertently activated for all undeternlinctl tirnc pcriotl. NO'IE If for any reason a test transmissicln is necessary, the test transmission sl~ould be condr~ctedonly ill the first five nlirlutes of any hour and limited to threc audio sweeps. If tests must be made at any other time, the tests should bc coordinated with the nearest FAA tower or fligl~lservice station. NARC0 ELT 10 OPERATION On tllc ELT unit itsclf is a threc position switcl~placartlctl "ON," "0FF"and "ARM."Tlle ARM position sets the EI.'I'so Illat it w~lltransmit after impact and will continue to transmit ur~tilits hattcry is tlraillctl. The ARM position is sclcctcd w11c11tllc E1,T is i~~stallcdin tllc airplilrle al~tlit should remain in t11at positior~. SECI'ION 7 I'IPER AIRCRAFT CORPORATION DESCHIP'rION/OI'1.:HATlON I'A-28HT-201, ARROW IV 1'0 use the EI.'P as a portable unit in an emergency, remove the cover and unlatch the unit from its mounting base. ]'he antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on ll~etwo sn~allwires will break then1 loose. Deploy the self-contai~red antenna by pulling the plastic tab nrarkrd "PUI.12 FUI-LY TO EXTEND AN1 FNNA." Move the switcl~to ON to activiitc tllc tra~rs~l~ittcr. III tl~rcvrr~t ~IIC tra~is~riiltrr is aclivirtcd by an I~~lpiIct,it ciln only be tur~~ccloff by 111ovi11gtile swItc11 OII tlre El. 1. unit to 01'1'. NOIIII~I~o~>cri~tio~r car1 111~11be rcstorcd by pressing the small clear plastic reset button located OII tlrc top of tlrc frutrt fact of tlre EL.1'arld tlren movirrg the switclr to At< hl. A pilot's rcnlotr switcl~located orr the left side parrrl is provided to allow the transrnltter to be turned on from inside tlre cabin. The pilot's rrnrotc switcl~is placa~tlrtl"0N"and "AHMEI)."'I l~eswitclris rrornrally in tl~r Al I 11e 111.'I sl~ouldbe checked to make cerlai~rthe unit lras not been activa~ctldlrritlg ~llcgound clrrck. Check by selectirrg 121.50 h.1117 on an oprrattllg rccrivrr. If tlrere is an uscillat~rrgchirpilrg suurld, tlrr EL'I' may lravc hccrr activi~t~cIi111d slroul~lbe turned off in~~r~celiately.I'his requires rerrroviil 01 tlre acxcss cove1 a~rd~novirrg tile switch to OFIT,ttlen press Illt. trsct bulto~~arrd rctu~~~the switcl~ to ARM. I SECTION 8 AIRPIANE IlANDI.ING. SERVICING AND MAINTENANCE Paragraph No . General ...... 8-1 Airplane Inspection Periods ...... 8-2 Preventive Maintenance ...... 8-3 Airplane Allerations ...... 8-4 Ground Handling ...... 8-5 Engine Air Filter ...... 8-8 Rrake Service ...... 8-8 Landing Gear Service ...... 8-10 Propeller Service ...... 8-11 Oil Requirements ...... 8-11 Fuel System ...... 8-11 Tire Inflation ...... 8-13 Battery Service ...... 8-14 Cleaning ...... R- 14 Winterization ...... 8-17 REPORT: VR-1130 a 1 PIPER AIRCRAFT <:ORl'ORATION SIC'TION 8 PA-28RT-201, ARROW 1V IIANI)I.INC, SERV & MAINT -- SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE 8.1 CENERAI. This section providcs general gr~i~lclir~csrclating to lllc I~n~l(Ilir~g. servicing and maintenance of tlle Arrow IV. Every owner should stay in close contact witti hi5 I'lper tlealcr or distributor and Authori7ed Piper Service Ce~~terto obtain the latest information pertaining to his aircrart and to avail Iiimself nl the Piper Aircraft Scrvicc Back-up. Piper Aircraft Corporation takes a contil~rlingin~crcst ill having tllc owner get the most efficient use from his aircraft and keeping it in thc best mechanical condition. Consequently, Piper Aircraft from time to time issues Service Bulletins. Scrvice Letters and Servicc Spares 1,etters relating to the aircraft. Servicc Bulletins are of special importanccand sllor~ldhc complied with promptly. I'hcsc are scnt to the latest rtgistercd owncrs. distrihr~torsand dealers. Dcptllding on the nature of the bulletin, nlatcrial and labor allowances may apply, and will be addressed in the body of thc Rulletin Scrvice Letters deal with product improvements and service hints pertaining to the aircraft. They are sent to dealers, distributo,~~and occasionally (at the factory's discretion) to latest registered owners, so they can properly service the aircraft and keep it up to dntc with t!le lalest changes. Owners sho~~ldgive careful attention to the Scrvicc I.ctter information. Service Spares Letters offer improved parts, kits and optional equipment which were not available originally and which may he ofinterest to the owner. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 R- l SECTION I) PIPER AIRCRAFT CORPORATION IIANDI,ING, SERV & MAlNT PA-28RT-201, ARROW IV If all owllcr is 1101 lldving his aircraft serviced by an Authorized Piper Service C'c~~ter.Ilc bhould periodically check with a Piper dealer or distributor to fi~~tlout 111clatest ir~for~i~i~tionto keep his aircraft up to date. I'iper Aircraft Corl)oration h;~sa Subscription Service for the Service 13ulIctir1s. Service I.etters and Sclvice Spares 1-etters. Tl~isscrvice is offered to irlterested persuns such as owners, pilots and mechanics at a l~olninalfee, and rnay be obtained througl~Pipcr dealcrs and distribr~tors. A service n~;~n~ral,parts cat;rlog. and revisio~~sto both. are available from yuur I'iper dealer or distributor. Any correspo~~denceregarding the airplane sl~uuldil~cludc the airplane model and serial r~urnherto insure propcr response 8.3 AIHP1,ANE INSPECTION PERIODS I I'l~eFederal Aviation Administration (FAA) occasionally publishes Airwortl~inessI>irectives (ADS) that apply to specific groups of ;rircr;~ft. I'l~eyare ~nandatorychanges and are to be complicd wit11 witl~irra timc limit I set by the FAA. When an AD is issued, it is sell1 by the I'AA to the latest registered owner of the affected aircraft and also to subscribers of their service. The owrier should periodically check with his Piper dealer or A & P l~~ecl~ar~icto see wl~ctl~erhe has the latest issued AD against his aircraft. I'iper Aircraft Corporation provides for the ir~itialand first SO-hour inspection, at no charge to the owller. The 0w11e.rService Agreeli~e~~twhich (Ire owner receive, up or^ delivery of tile aircraft sl~ouldbe kept in the aircraft a1 all ~iri~cs.'f'l~is idelltilies him lo authori~edI'iprr dealers al~dentitles the owner lo rcceive selvice in accordance with the regular service agreement terms. This agreement also entitles the tranbient owner full warranty by ally Piper dealer in tl~ewor'd. One hur~dredhour inspections arc: required by law if t11e aircraft is used cori~lnercially.Otherwise this ir~spectionis left to the discr etior~ofthe owner. 'I his i~rspcclior~is a complete cl~eckof the aircl aft al~dits systems, aid should bc accon~plisl~rdby a I'iper Authori7ed Service Center or by a cl~lalifiedaircrirl[ illld power plalit r~iecllanicwho owr~sor works for a reputable repair 51101) '1 ht: i~~bpcctionis listed. ill dc~i~il,ill the ir~spectio~~ Iepor I of ~lreal)l)iol)~i;~re Se~vice hla~~iral. ISSUED: SFPI'EMBEH 14, 1979 I(FYI'.' 1 tNllAl(Y 31, I987 An annual i~~spcctionis rctluircd oncc a year lo kccp IIIC Airwortl~i~~css Certificate in cffcct. It is tl~csanlc as a 100-l1n1lri~lspcctio~l cxccpt tl~atit must be signcd by an Inspection Authori7cd (IA) l~lccl~a~~icor a (icneral Aviation District Office(GAD0) representative. 1 his inspection is rcq~rired whether the aircraft is operated commercially or for plcas~~re. A Progrcssivc Mai~~tcr~anccprogram is approvcd hy tllc I.AA and is - available to the owner. It involves routine and dctailcd inspections at 50- hour intervals. 1 he purpose ofthe program is to allow maximunl utili~ation of the aircraft. to reduce maintenance inspcctinrl cost and to maintain a maximum standard of contin~~ousairworthincss. Complete dct a1'I s are - available from Pipcr dealers. A spcctograpl~icanalysis of the oil is available from sever;~lsources. This system, if used intelligently, provides a good check of thc internal - condition of the engine. For this system to be accurate, oil sa~nplcsmust be sent in at regular intcrvals. and induction air filters must hc cleanetl or changed regularly. 8.5 PREVENTIVE MAINTENANCE - The holder of a Pilot Certificate issued under FAR Part 61 may pcrform certain preventive maintenance described in FAR Part 43. This maintenance may be performed only on all aircraft which thc pilot owns or operates and which is not used in air carrier service. Although such - maintenance is allowed by law. each individual should make a sclf-analysis as to whether he has the ability to perform the work. - All otllcr mairltcnancc on the airplane sl~o~~ltlhe accornplislled hy appropriately licensed pcrsonncl. IC the ahove work is accomplished, an entry musl hc made in the - appropriate logbook. ?'he cntry should contain: (a) The date the work was accomplished. (b) Description oC the work. (c) Number oC l~ourson the aircraft. - (d) The certificate number of pilot pcrforming the work. (e) Signature of the individual doing the work. ISSIIED: SEPTEMBER 14. 1979 REPORT: VR-1130 8-3 REVISED: JANIIARY 31, 1987 SECTION 8 PIPER AIRCRAFT CORPORATION IIANDI,IN(;, SEHV & MAlNT PA-28RT-201, ARROW IV If the owrler desires lo have his aircraft modified. he must obtain FAA approval for ttle altsration. Major alterations accomplisl~edin accordance wit11 Advihory C'irc~rlar43.13-2. when performed by an A & I' mechanic. Inay be approved by tl~olocal FAA office. Major al~eri~tionsto the basic airfrirr~rcor syhtcrtrs riot covcrc(1 by A('43.17-2 ~ecluirea S~~pplcrllcl~tiillypc ~'e~tiIIc;~tc. I t~coultcr OI pilot is rcquircd to ascertail~tllat the followi~~gAircraft I'~II)CI> arc 111 ortlcr itrrd 111 [tie aircralt. (it) I o bc disl)lclyed ill the ilir-cralt at all ti111zs: ( I) Ai~craltAirwo~~l,iness Certificate l-'orl~lFAA-8100-2. (2) Aircralt Hcgistration Ccrtilica~eFotm I-.AA-8050-3. (3) Aircralt lta(lio Statiorl I iccrlw if ttar~~nlittcrsart: imtallcd PIPER AIH('HA1;l' ('ORI8OH~trION S I%:("IION 8 PA-28RT-201. ARROW IV tIAN!)I.INC, SEHV --&, MAINT (h) 'I'o hc cirrrictl ill tlic airc~aftat ;ill till~~~: (I) Pilot's Operating Ilnritlhook. (2) Wcight n~idBala~ice data plus a copy of tlic Iiitcst Kcpair and Alteration Form FAA-337. if applicnhlc. (3) Aircraft equipment list. Although the aircraft and engine logbooks arc not req~~iretlto hc in thc aircraft, they should he made avnilahle upon rcqllcst I.oghooks sllould hc complete and up to date. Good records will rctl~~cemaintcnnncc cost hy giving the mcchanic information about what has or lins 1101 bee11 accomplished. -. 8.9 GROUND IIANDLING (a) 7'owing - 'Ilic nirplitne rnay he movctl 011 tlic groi~~idby tl~crltc of tlic nosc wheel steering bar that is stowed ill tl~crcar haggagc compartmcnt or by power equipment that will not tl;irnnge or excessively strain tlie nose gear steeringassernbly. The stccring bar is engaged by inserting it into the nosc wheel axle. Wlicn lowing will1 power cquipnlent, do not turn the nose gcnr hcyond its stccri~igrndi~rq ill either direction, as this will result in damage to the nose gear and steering mechanis~n. Do not tow the airplane when the controls arc secured. In tlie event towing lines are necessary, ropes slio~~ltlhe attached to both main gear struts as high up on tlic t~~hcsas possible. Lines sllol~ldbe long enough toclcnr tlic rlosc a~itl/or t;~il hy not less tllnn fiftce~lfeet. and a rlualilicd pcrsoll sl~o~iltlride irl thc pilot's seat to maintain control hy usc of thc hrakcs. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 8-5 SEC'I'ION P I'II'EH AIH<:ItAF'I' COItI'OHAI'ION tIANDI.ING, SEHV & MAINT I'A-28HT-201, AHROW IV (b) '1.axii11g Bt.fOrC attempting to taxi the airplane, grou~~dpersor~nel should be instructed and approved by a quatilied persou a~~tl~ori/c~lby the owller. E~~ginestarti~~g and shut-tlown p~occd111c5 us well as taxi ICC~III~~IICSsl~tr~~l(l be covered. WIICIIit i5 asccrti~i~lrd111;it the prupellcr back blast and taxi arcas are clear, puwer should be applied to start the taxi roll, and tlle rollowing cllccks sl~ouldbe perl'ormed: (I) 'luxi a few ket lorward ;111d apply tl~ebrakes tu deter r11i11etheir effrctivt.~~ess. (2) luxi with tl~e~)ropellrr srr ill low pitell, lligl~KI'M sclti~~g. (1) \V111lc taxii~~g,111ake sligllt ILIIII~to i~sce~tici~~111c rllccliveness of the sterrir~g. (4) Obscrvr wing clra~~ir~~cewhc~~ tuxii~~g near buildings or IIIIICI 5ti1tiona1y crbjccts. If pcr\sil)lc, sti~lio~~a11crl)scl ver outside the airplarle. (5) Wlle11taxiit~g over unevcl~gl-ound, avoid hole5 and ruts. (6) I)o IIOI operate tile engine at high RI'M when r~rrllli~~gup OI. 1.1 riir~gover grourld contair~i~~gloohe 5tones. gr;~vel,or ii~~)loose 111atc1ii11t11i11 111i1y C;I\I\C (I;IIII;I~C to IIIC 111 ol)cllc~t~ludrs. \VIICII pal king the airplane, be sure tl~atit is 5ullicirr11ly ~)rolcclrclIron1 udverhe weatl~ercontlitiuns arld tl~atit preselils no dii~lgerto otllcr uircr;~f~.When parkiug the airplane for ;illy Icngth 01 lllllr 01 ovelr~igl~t.it IS sl~ggcstedth;lt it be 111oorrdSCCU~CIY. (I) I o palk the airplu~~e,11cad it illto IIIC wi~~clil pos~ible. (2) Srr lllc p;~rk~ngbrake by pulli~~gback 011 tl~cbrake lever iilld clcpre5si11g the knob on tllc handle. I o release the ~)il~ki~~gbrake, ~)ullback on tl~rl~alldlc until the catch discr~g.iges; t11e11allow tllc I~arl(llt.to swi~~gIOI wi~rcl. ('.II~ sl11111lclhe I~ILCIIw11c11 5ctti11g 111i1hcs t11;1t ;II~o\c~I~ciited or durir~gcold wratller w11c11 i1i~il111111liltcc1I~I~I~SILII~ 111i1y frce/e a hriike. PIPER AIRCRAFT CORI'ORATION SECTION 8 PA-28RT-201, ARROW 1V lIANDI,ING, SERV & MAINT (3) Ailero~~ant1 stahilalor controls sllo~~ltlhc sccl~rcd will1 IIIC front scat bclt and chocks usccl IO ~jropcrly block tI~c wl1ccls. (d) Mooring l'hc airplane should he rnoorcd for i~nniovnhility,scct~rity nricl protection. 7'he following procedures should hc used for the proper mooring of the airplane: (I) llead the airplane into tllc wind if poqsiblc. (2) Retract the flaps. (3) Immobilize the ailerons and stabilator by looping tlie seat belt through the control wheel and pt~llingit snug (4) Block the wheels. (5) Secure tiedown ropes to the wing tiedown rlngs and to the tail skid at approximately 45 degree angles to the ground. When using rope of non-synthet ic material. Icave sufficient slack to avoid damage to the nirplanc ql~o~tldthc ropcs co~ltrnct. CA UTION Use bowlir~ekno~s, square knots or lockecl slip knots. Do not use plain slip knots. NOTE Additional preparations for high wincls i~icltrdc using tiedown ropes from the landing gear forks and sccuring Ihe rudder. (6) Install a pit01 head cover ifavailahlc. Uesure to removc thc pitot head cover before flight. (7) Cabin and baggage doors should hc lockcd wllcr~ ll~c airplane is unattended. - ISSIIED: SEPTEMBER 14. 1979 REPORT: VB-1130 8-7 SECTION 8 PIPER AIRCRAFT CORPORATION 1IANDI.ING. SERV & MAlNT PA-28RT-201, ARROW IV 8.11 ENCINE AIR F1I.TER (a) I (b) Clcarting Erlgirle Air Filter I IIC 111tluc1io1lair L~lte~111ust I)e clcarted at Icast ortcc cvcry 50 I~ours,a11d nlore often, even daily, when operatlllg in dusty co~rditiorts.Extra lilters are inexpensive, and a spare shnuld be kcpt OII lland lor use as a rapid ~cplacrrric~tt. 'I o clca~ttl~r lilter: (I) I'ap the filter gently to rentove dirt particles, being careful no1 todarnage the filter. DO NOT wash tlte filter in any liquid DO NOT attenlpt 10 blow out dirt with cort~prrssedair. (2) If tl~efilter is excessively tli~tyor hl~ows;III~ (1ii111;1ge, icpl;~ccit ir~tr~~edii~tely. (3) W~pctl~c litter I~ousi~~gwit11 a clcall clot11 so;rkcd irt l~~~lcadedgasolil~e. Wllen the l~ol~sil~gis clea~~ a~td dry. JII\ILIII the liltcr. (L) l~i\~all;~tio~~of EII~IIIC Air Filtcr Altcr clraitir~gor when repliicirtg 111cIrller. il~\tallthe filter irl 111c ~cr.cr,cor Jer ol rc~~toval. I l~cl)r,rl,c sy\tcrrI I\ lillecl wit11 h.1 II.-II-~~U~(~I~~I~I~IIIIIbase) I~yclraulic 111aLc Il(11t1 1111. II~IIJIcvcl shotrld be cl~rckcclpciioclic;~lly or at evrr-y lOO-l~ou~III~II~CIIUII ~IIICI IC~~ICIIISIIC~ U'II~II IIccebhary. IIIC b~i~Lcrchc~voir Ioi,i~~cdOII 111c lclt sitlc of.tl~elire wall 111 the CII~IIIKcoi11partrl1ent. If the cr~lirc\~~IL.III IIIII\I he ~crillcd,till wit11 fluid under prcssure frolr~tl~e britke CII~01 tl~c\~\ICIII 1111, will ~Iir~iirt;~tcair froirt tllc hy5tc111. - PIPER AIRCRAFT CORPORATION SECTION 8 PA-28HT-201, ARROW IV IIANDI.INC, SERV & MAINT I BRAKE RESERVOIR 2 RIGHT BRAKE AND RUDDER PEDAL \ 3 LEFT BRAKE AND RLIDDER PEDAL 4 RIGHT BRAKE CYLINDER \,/-*' 6 BRAKELEFT BRAKE HANDLE CYLINDER \. .,/' 7 HANDLE LOCKING Birl loti B LINE, INLET .~ B CLEVIS PIN 10 MASTER CYLINDEH ASStMMl Y 11 BOLT ASSEMBLY 12 TORQUE rU8E 13 COPILOT'S RIGI(T BRAKE AND RUDDER PEDAL 14 COPILOT S LEFT BRAKE AND RUDDER PEDAL , I ,' ,/ '. - I' BRAKE SYSTEM Figure 8-1 REPORT: VB-1130 8-9 SECTION 8 PIPER AIRCRAFT CORPORATION IIANDLING, SERV & MAINT PA-28RT-201, ARROW IV 8.15 IANDING GEAR SERVICE The main landing gcar uses 6.00 x 6 wheels with 6.00 x 6. six-ply rating tires and tubes. The nose whcel uses a 5.00 x 5 wheel with a 5.00~5 four-ply rating. type 111 tire and tube. (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; thcn dismount by deflating the tire, removing the three througll-bolts from the whcel and separating the wlrccl halvcs. Landing gcar oleos on the Arrow IV should be serviced according to tlre instructions on the ullits. The main oleos should be extended under normal static load until 2.5 + .25 inches of olco piston tube is exposed, and the nose gcar slrould show 2.75 + .25 inches. 1.0add air to tlrc oleo struts, attach a strut pump to the valve assembly near the top of the oleo strut housing and pu~ripthe olco to the desired position. To add oil, jack the aircraft, release tlrc air pressure ill the strut, removc thc valvc core and add oil through this opcliillg with [Ire strut extended. After tlrc strut is full, compress it slowly and fully to allow excess air and oil to escapc. With the strut still co~rrprcsscd rcinscrt thc \,alvc strnr and pu~rrpup thc strut as above. In jacking thc aircraft for landing gear or other service, two Irydraulic jacks and a tail stand should be used. At least 250 pounds of ballast should be placcd on the base of the tail stand before tlre airplanc is jacked up. The hydraulic jacks should bc placed under the jack points on the bottom ofthe wil~g;111d tlrc nirplallc iacked up until the tail skid is at tlrc right Ilcight to ncracl~thc t;~ilst;~nd. After the t;lil srand is attaclrrd iirrd ~lrcballast atltlcd. j;~c.kir~gInn! bc ccr~rtillucdulrtil tlle ai~pla~rcis ar tllc hrigl~tdcsircd. 'I Ilc slccrir~garms from t he ruddcr pedals to t he nosc whcel are adjusted at thc ruddcr pcd:~ls or at the nose wheel by turning thc tlrrcaded rod end bearings in or out. Adjr~stmentis normally acconiplished at thc forward end of the rods and slro~~ldbc done in such a way that the nosc whecl is in line with thc lore 3rd ;11t axis oftlre plane wlrclr tllc ruddcr pedals and ruddcr are ccl~tcled Alig~rnrc~rrof the nose wheel car1 be checkcd by pushing tlic airpla~c back al~dfor111 with thc r~rddcrcentercd to dctcrminc that t Ilc plane follows a pcrlectly straight line. The turning arc of the nose whcel is 30° irr citl~crtli~cctiolr :III~ i\ lactory atljustcd at slops on tIlc I~ottonroftllc forpirrg. ISSUED: SEFTEMREH 14, 1979 PIPER AIRCRAFT CORPORATION SE:<'TlON R PA-28RT-201, ARROW IV IIANDI.ING,SEHV & MAINT 8.17 PROPEI,I.ER SERVICE The spinner and backing plate should be clea~lcdarltl il~spectctlfor cracks frequently. Before each flight the propeller sllo~lldbc illspccted for nicks, scratches, and corrosion. If found, they shoultl he rcpairecl ns cool) nc possible by a rated meclianic, since a nick or scratcll causes ;In area of increased stress which can lead to serious cracks or the loss ofa propeller tip. The back face ofthe blades should be painted when necessary with flat black paint to retard glare. To prevent corrosion. tlle surface sliould be cleancd and waxed periodically. 8.19 OIL REQUIREMENTS The oil capacity of the Lycoming 10-360 series engine is 8 quarts, and the minimum safe quantity is 2 quarts. It is recommended that the oil be changed every 50 hours and sooner under unfavorable operating conditions. The following grades are recommended for the specified temperatures: Average Ambient Single Air Temperature Viscosity Multi-Viscosity For Startirlg Grade (;racks Above 60" F SAE 50 SAE 40 or SAE 50 30" to 90°F SAE 40 SAE 40 0' to 70°F SAE 30 SAE 40 or 20W-30 Below 10°F SAE 20 SAE 20W-30 - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 REVISED: SEPTEMBER 5, 1980 %I1 SECTION 8 PlPEH AIHCHAk I' COHI'OHA LION HANDLING, SERV & MAlNT PA-28RT-201, ARROW IV I FIJEI, DRAIN Figure 8-3 8.21 FIIEI. SYSTEM (a) Servicirlg I-uel System At every 50-llour inspection, the Iuel scree11 111 tl~estrainer must be clea~~ed.I hc fuel strainer is located on the forward lelt lower side of the fire wall. It is accessible by removingtl~elower cowli~~g.After clea~~ir~g,a snlall amount ofgrcase applied to tile gilskel w~llfiicili- t;lte reahhc~~~bly (b) f;~~elI Av~atio~~grade fuel with a minimum octane of 100/ 130 is hpecifird lor this airplane. Since the use of lower grades can cause heriot15 e~lgir~edarllagt. in a short period ofti~ne.the engine warranty i3 i~~validatedby the use of lower octanes. Refer to latest issue of I.yconli11~Srr~ice I~~struction 1070 Tor approved aIter11;11eglatfe IIICII, (c) 1.1lIi11g1'1rcI I ;rr~hh Observe all safety precatltions reqilircd wherl harldli~~ggaso- lirle. kill tile fuel tar~ksthrougl~ the filler located un tile forwald hlopc of tllc wi11g f:xh wil~gI~olds a ~naxirl~un~of 38 5 0.S gallons. \\'~lCllll~lll~! Ic\\ I~I~IIl~~~~la~ld~ld 77 ~~IIIOII~i1~1;l~ily. ~11~15~111\l~(~ 1)~ tli311ibutccf ccl~~~~llybetweell cacll side. HEI'OIt'I': VR-1130 ISSUEI): SEP1 EMBER 14, 1979 H I! REVISEL): SEID':EMBER 5. 1980 PIPER AIRCRAFT CORPORATION SE<'TION 8 PA-28RT-201, ARROW IV IlANDI.IN<;, SEUV & MAINT A sllnimary or the current grades as wcll ;IT IIIC prcvio~~sT~rel designations is shown in the following chart: ------pp - - - - - Mda it1 hl~aI! I hl.#r IF1 (;lade Color 111l/ll 4 gal c~rrdc ( t11111 m1111 4 yal (,~dtlc ( a~lt>i 1nlIl14 8.11 I - .... .- .- ~ .. -. noln 1 re11 Il 5 no ~cd 1) 5 HII/H~ rrd 0 5 9119~ blue 2 0 • IlW)I I blue 2 0 II~IIIC tl,ll,~ lnl)n,' 100/ 110 glccn 10 1iYl grccn "1 0 IIWI/ I I0 ptrro "1 0 115/145 purplc 4 h none none n~~nr I I I p I 4 h - (;~.~tlcIIIOI 1 lucl I~I~ The operation of the aircraft is approved with an an~i-icing additive in the fuel. When an anti-icing additive is used it must meet the specification MIL-1-27686,must be ~~niformlyblcrided with the fuel while refueling, must not exceed .15% by vol~rrneof tlie refueled quantity, and to ensure its efrec~ivencssshould bc blended at no1 less than .lo% by volume. One and one half liquid 07s. per ten gallon of fuel would fall within this range. A blerltler supplied by the additive manufacturer should be used. Except for the infor- mation contained in this section, the manufacturer's rnixirlg or blending instructions shollld be carefully followed. ISSUED: SEPTEMBER 5, 1980 REPORT: VB-1130 8- 128 SECTION 8 PIPER AIRCRAFT CORPORATION IlANI)LINC;, SEHV & MAINT PA-28RT-201. ARROW 1V Assure that the addi~iveis directed into the [lowing furl stream. The additive now st~ould start after 2nd stop before the fuel flow. I)o IIOI pernrlt tlrr concentrated additive to come in colrtact w~ththe aircralt painted s~rrfi~ce,or rlrc ~~rrcr~orsl~rfaces of tlre furl trrrks. Some fuels have anti-icing additives pre- blended in the fuel at the refinery. so rro furllrcr hlending \Irould be pcrforl~~cd. 1.~~1additive can no1 be u>cd ;is ;I substitute lor p~cfligl~tdraining of tile fucl system drains. Observe all safety precautions required when Irandling ga,ol~ne. Fill the lucl tanks tl~roughthe lillcr located OII tl~cforward >lope of the wing Each wing holdsa rnaxirnum 0138.5 I1.S. gallons. I here IS ;rp[)roxin~ately25 gallons in the fucl tank when fuel Ievcl I\ CVCII WIIIItlic I)c~rtornof the filler rreck ilrdicator. Wlrclr usic~gless tlrarr 111e btandard 77 gallon capacity. f~rclslro~lld be distr~btrtcd ccl~~allybetwcer~ caclr side. ((1) l)ra~~~~r~gI-ucl Strainer. Sumps and I ilrcs I he l~~clhtrallrer. located on [he lowcr left side ol tlre lire wall, 15 provided wit11 a quick drain which should be d~itinedhclo~c tlrc IIIAI Il~ghtol he day or after refueli~~g.lo check lor lucl L:~III~IIIIIII~IIOII I1 conta111111;rtio1115 lound, f11e1>Iro~ild be drained 1111111 IIIC ct~~~ta~i~i~~ationstops. If cor~tanrination pcrsisl~ iiflcr tlra~~ri~~l:l11c1lor a III~IIUIC. C~III~CI ;I IIICCII~III~Cto clicck IIIC ~IICI >yslcllr I-ach lucl tank is prov~dcdwith a fuel quick drain to ct)cck for ~OIII~IIIIII;IIIOII 1'3~11tank should be checked for cuntarnination In .I( LOII~;III(C NIIII~llr abovc procccl~~~c lpll'l~:KAllt('ItAl~'1' ('Oltl'OltA'l ION SI.:('I ION X PA-28HT-201, ARROW IV llANl)I.lNi;, Sl,:ltV &' bIAINT I IIC hulk 01 I~IC Illcl Illily hc tlrilltl~tlflt1111 I11c 111clc.cll$ t)y I~IC usc ol a qiplion host pl;lcctl ill tllc cell 01 1;1t1k ~IIIOIIK~I111c filler ncck. '1-i~crcliiaintlcr of lllc fl~cl111;ly hc (lt;~itlc(lhy OPC'IIIII~ ;III I~IC drain vnlvcs. l.-or I~;IXIIIIIIIII scrvicc fro111 tlic lilcs, keep IIICI~IIIIII;IIC(I 10 ~IIC~IOIICI ~IL*SY~I~Cof27 pxi for III~IIO\C tire n11(130 p\i fo~1I1c III;I~II ti^,-\ All t(,l~ccl\;IIIII tiles ;IIC I?;I~;IIIC~C~I)cfo~coligilli~l IIISI;I~~;II~~II. ~III~IIic ~CI;I~IOII\III,) 01 li~c. ~II~C.n11(1 \\'l~ccl vho~~ld hc III;I~~I~IIIC(I II~OII rci~~sti~ll:~f~~~~~. 111 IIICi~~ ISSII ICI): SEPTEMREIt 14. 1979 REVISED: SEPTEMBER 5, 1980 SEC'I'ION 8 PIPER AIRCRAFT CORPORATION IIANI)I.INC;, SEHV & MAINI' PA-28HT-201, ARROW IV 8.25 BA1"I'EHY SERVICE Access In the 12-volt battery is gained by rernovi~lgthe upper cowl. Itis n~ourltedto tlle lorward right side olthe Face of the lire wall. 'lhe battery corltail~erhas i1 plastic drain tube wllicl~is nornlally closed off with a cap. 1 Ile cap sllould he ul)cncd periotlically to renlove h;~tteryacid wl~icl~111;ly have collected ill tllc tube. 1 l~ebattery lluid level must not be brought above the ballle plates. It should he checked every 30 days to determine that the fluid level is proper and tile co~lnectior~sare tight and tree olcorrosion. Do not fill the battery with acid - use water only. II 1I1c battery is 1101 properly charged, recharge it starting with a rateof lolrr ;irl~pe~csand finisl~i~lgwith a rate ol two amperes. .l'lle bi~tterysl~ould he rernoved fro111 the airplane for charging, and quick charges are not rccorl~rr~er~ded. 1Ile external power receptacle, ilillstalled, is located UII tl~eright side oC the fuselage just all ol the fire wall. I(efer to tllc Arrow IV Service Mar~uaIlor battery servici~tgproccdure. (a) ('lea~~ir~gFngir~e Cor~~partrllr~lt Uelore clea~~i~lgthe er~gine colllpartnient, place a strip of tape OII ll~cIllitgr~etn vents to I)revellt iIIly sol\,r~lI1.1 (1111 CIIIC~III~ Illese u~~its. (I) I'lace a large pall under the e11gi11cto ciltch waste. (2) Wit11 tl~eengine cowlir~gre~r~oved, splay or brusl~the erlgllle wit11 solver~t or a rl~ixturc ol sulve~~tand dcgleaser. 111 order to relllovc e~peciitllyllcavy dirt and glease deposits, it nlay be rlecosary to hrusl~arcds tllat were sprayed. 1)(I IlOI sp1;1y ~~~IvcI~Iilllo tI1c altc1 ~lalol, V.I~.IIIIIII ~IIIII~..\till ICI, or air i~~(;~kes. PII'ER AlR('RA1;T ('OH I'OIt Al.ION SI,.( IION 8 PA-28RT-201, ARROW IV IIANI)I.IN(;, SKItV & MAINT (3) Allow the solvcnt to rer~~ainon tl~ccl~gi~~c fro111 fivc to tcrl mi1111tcs. 7'11~11 rinsc tlic cr~gitlcclcnll trill1 ;~~l(lition;~l solvc~~tand allow it to dry. Do riot operatc the engine until exccss solvc~~t Ilas cvnporatetl or otherwise hecri rc~nt)vctl. (4) Remove the protective tapc from tllc ~i~agric~os. (5) I.ubricatc thc controls, hcnring s~trfnccs, ctc., in accordance wit11 the I.ubricatior~ ('l~art (h) Clcaning landing Gcar Before clcaning the landing gear, place n 1)l;lstic covcr or similar matcrial over the wheel and brake assembly. (I) Place a pan under the gear to catcli wacte. (2) Spray or brush the gear area with solvent orn ~r~ixtureof solvent and degreaser. as dcsircd. Wlicrc I~eavygrease and dirt deposits have collected, it may be ncccssary to brush areas that were sprayed, in order to clcan thcm. (3) Allow the solvent to rcmain on tllc gear fronl five to ten minutcs. '['hen rinse the gear with additional solvent and allow to dry. (4) Remove the cover from the wl~ecland rernovc tlic catch pan. (5) 1,ubricnte thc gcar in accortlat~ccwit11 !tic I ~~hric;ttio~~ Chart. (6) Caution: Do not brush the micro switches. (c) Clcaning Extcrior Surfaces The airplane should be washed with a mild soap 2nd water. Harsh abrasives or alkaline soaps or detcrgcnts could make scratcl~cson paintctl or plastic surfaces or could causc corrosion of metal. Cover areas wherc clcaning solr~tioncot~ltl cnusc tlnmage. To wash the airplane, use the following procedure: (I) Flush away loose dirt with water. (2) Apply cleaning solution with a soft clotl~.a sponge or a soft bristle brush. (3) To remove exhaust stains, allow tllc solr~~ionto remain on the surface longer. H EI'OHT: VB-1130 8-15 SECTION 8 PIPER AIRCRAFT CORPORATION HANDI>INC. SERV & MAINT PA-28RT-201. ARROW IV (4) lo relriove stubborri oil and grease, use a cloth d,r~iipenedwit11 naphtha. (5) Rir~scall sirrlaces thoroughly. (6) Ally good au~o~i~otivewax nlay be used to preserve painted surfaces. Soft cleaning cloths or a charriois sl~oulJbe used to prevent scra~clieswhen cleani~~gor polisl~irig. A Ileavier uoating of wax on the leadi~~g s~~rraceswill reduce t Ilc iihrasiori prohlcrns ~IItlicsearcas. (I) Itcoiove dirt, mud arid other loosc particles frorn exterior surfaces witli clear1 water. (2) Wash wit11 mild soap arid warn1 watcr or with iiircraft 1)l;lstic clcarier. Usc a soft clot11 or- sl~o~~gcill :I slraiglit back alld fort11 n~otiori.Do not rub Iiarsl~ly. (3) Rer~ioveoil and greax with a clot11 ~~~oistcriedwith kcrose~~e. 110 rlot usc gasolirir, alcol~ol,belilene, carbor~ tct~:~cl~l~~ride,tl~ir~rwr, ;IL.C~OIIC, 01 \\~ir~(lon clcar~i~~gspray$. (4) Alter cleariirig plastic surliices, apply a tlii~icoat of hard polisl~ir~gwax. Itul) ligl~tlyu'it11 a soft clo~l~I )o riot ~rsc;~ circular motion. (5) A severe scratch or niar in plas~iccan be removed by rubbing out the scratch with jeweler's rouge. Sr~ic~oth botl~sidcs and apply wax. (e) Clcar~inglieadliner, Side I'ariels and Seats ( I) ('Ic~II lieadliner, side pallel\, ;irld scat5 wit11 ;I 5tiI~fhristlc h~usli, and vauuurll W~~TL'IICCeSsiirY. (2) Soiled upliolstery. except Ieatl~er,[nay bc clealied with a good upliolstrry cleaner suitable for the rnatcrial. Car-efullyfollow thc manufacturer's i~~structions.Avoid so;ikil~gor l~arsli1.ubbi11g. lBIl'ER AIRC'RAICT (~ORIBORA~I'lON SIC("I ION 8 PA-28RT-201, ARROW 1V IIANDI.IN<;,-- SE:RV & hlAlNT (3) I.cat11cr should bc clcancd wit11 rntl(llc soap or a mild hand soap and water. 'To clc;~~~carpets, Cirst rcmovc loosc di~twit11 ;I wll~skt)roonl or vacuum. For soiled spots and stubborn stains use a noninflammable dry cleaning fluid. Floor cnrpcts nlny be clcancd like any household carpet. 8.29 WINTERIZATION - For winter opcration a winteri7ation kit is instnllctl on IIIC inlct opcning of the oil cooler outboard chamber oC the plcnum chnrnbcr. Tllic kit sllould - be installed whenever thc ambicnt ternperaturc is 50" 1- or Icss. Wher~tllc kit is not being uscd it can be stowed on the brackct provided Tor tl~ispllrposc on the top side or the oil cooler plenum chamhcr. ISSUEI): SEPTEMBER 14, 1979 REPORT: VR-1130 8-17 'l'A1ll.l~.01; ('ON I l,;Nl> Sl,:('l ION 0 l';ll;lpl;l~~ll;sll~l~ll<~lll~~lll Nll 0.I ( i1.111.1 ;I I ...... 'I. I ill ( 11ll110111 S\Illl 11ll1ll11111 ...... 'I 1 I'11ic.1I- ICCII IC. I'itcll I I 1111 ...... 1) 7 :\llllrl IIIL. II Ar~lop~ll~lII~\I;III;IIII~II ...... I) -0 AIII~('OIIIIOI IIII! AIIIOII~~III II~\I;III;III~II...... 0 I I ,\III~~;IIICIllc' i1111(1liiIii1II~~I;I~~;IIII)II...... 0 It) k NS XI) N;I\ ip;11io11S!.\ICI~I ...... 0.20 ANS 15 I Alc.;~N;I\I~;II~OII ('o11111111c.1 ...... ()I1 , ( '~,IIIIII\, 2 I /\II(OO~~~IIIII\I;I~~;II~I~II ...... 0 I1 ( CIIIIII\, ,t I AIII~I~~I~OIIII\I;I~~;II~OII ...... 0 .I I Ill1 ',lllllll Illc I lll\llllillilll ...... 0.51 I'II'ER AIR(:RAI;T <'ORrORATION Sl,;('l.lON 9 PA-28HT-201, ARROW IV S~~lll'l~~b~l~Nl'S --- .------. - .. .- SECTION 9 - .Illis scction providcs informalion in tllc Corm ol SII~~~CIII~III~wliicl~ are necessary for efficient operation of IIICairplarlc when cquippctl w~thone or more of the various optional systems and cquiprncnt not provitlcd witlr ~hcstandard airplnnc. - All of t11c Supplcrncnts providcd by this section arc "f:AA /Ipprovc(l" and consecu~ivelynumhcrctl as a pcrrnanent part of this Ilnntlhook. I'hc - information contained in cach Supplement applics only wl)c~ltllc rclnted equipnlcnt is installed in tlre airplane. - ISSUED: SEPTEMRER 14, 1979 REPORT: VB-1130 9- 1 SECTION 9 PliJER AIHCIt AFT COHPOHA'TION SUPPLEhlENTS PA-28RT-201. ARROW IV I IIIS I'A(ifJ IN I EN PIONAI 1.Y I Ef. I 1j1 ANK PIPER AIHCHAI.'T C'ORI'OKA I'ION SE:("I ION 9 PA-28HT-201, ARROW IV S!ll'Pf.EMENTS-- SECTION I - GENERAI, This supplcmenl srrpplics information nccc5s;try for tllc efficicnt - operation of tlie airplanc when the optional air conclitioning system is installcd. 1'1ic inforninliori contni~icdwitliin this s~~pplcmcntis to hc 11scd in conjunction wit11 tlic coniplctc handbook. - This supplcmcnl has bccn "FAA Approvcd";js n pcrrnarlcnl part of 111is handbook and must rcmain in this handbook at all timcs wlicn the optional air conditioning systcm is installed. - (a) 1'0ins~rrc maximuni climb performnncc tlic air co~~(Iitior~crrntrst be tr~rncd"OFF" manually prior to takeoff to discngngc the compressor and retract the condenser door. Also the air conditioner must be turned "OFF" manually bcforc tlic landing - approach in prcpnratio~ifor a possihlc go-;tro~tritl. (h) Placards - In full vicw of tlic pilot, in thc nrca of tlic air conclitio~~crcor~~rol~ wlicn tlic air conditioner is installcd: "WARNING - AIR CONI)ITIONEI1 MIJS I' BE OFFTO INSURE NORMAi..rAKEOFF CI.IMR PERFORMANCE." In full vicwof tllc pilot, to tlic right of tliccngi~icgnrrgcs(conden~cr - door liglit): "AIR COND IIOOR OPEN" ISSUED: SEPTEMBER 14, 1979 REPORT: VB-I 130 9-3 SECTION 9 PIPER AIRCRAFT CORPOHAI'ION SUPP1,EMENl.S PA-28RT-201, ARROW IV SECI'ION 3 - EMERGENCY PROCEDURES No cllangcs to tllc basic Erncrgency Procedures providcd by Section 3 of this I'ilot's Opcrati~~gllandbook are neccssikry for this supplc~~lcr~t. SECTION 4 - NORhlAI. PROCEDURES Prior to takeoff, the air co~~ditionershould be checkcd for proper ope ratio^^ ;15 follows: (a) Cllrck ;iircri~ftmaster switch "ON". (b) I'trrr~t Ilr air conditioner controlswitcl~to "0N"and 1I1e la11switch to olle of tl~roperaling positions - the "All< COND DO01t OI'EN" warning light will turn on, thereby indicatir~gproper air co~ltlitio~lercondenser door ac~uatiorl. (c) 'J'LITII the air col~ditionercontrol hwitcl~to "01:l'" - tl~e"AIR CON11 L)OOR OI'EN" warning ligl~t will go out, thereby indicati~~gthe air conditioner condenser door is in the up pohition. (tl) If the "AIR CONL) 1)OOR OI'EN" ligl~tdocs not rcspo~ldas hpccilictl above, an air conditioner system or indicator bulb n~allul~ctionis indicated a~ldI~~rtl~er investigation hl~o~~ldbe conll~~ctedprior to flight. 'I llc above ol)eratio~~alcl~rck inay be ~>crlorn~etld111i11g Iligl~t il ;ill ill fligl~tf,~il~~~c ih su~pcc~cd. .I Ilc co~~dcr~hcrdoor light is located to the right of II~esl~gii~ri~~stru~ne~~t clus~c~in Iro~~t of thc pilot. The door ligl~tillu~~~i~lates WII~IIthe door is open a11d is oft wlle~~rl~c door is clohed. Sk<:'IION 5 - l'I Opcr;~liulr 01 tllc air col~diliorlrrwill cauhc sligl~tdecreasrs in cruise hpecd ;IIIII rallgc. I'owcr Iron1 111scngi~~e is requircd 10 rlll1 tl~rconlprcssor. a~ldtIlc cc~i~tlc~~hcrdoor, wl~cnextr~~detl, wusss a hligl~ti~~crcasc in drag. Whc~tl)c air co~~tliti~~~~rris tur~~cdoff tllcrr is l~or~~lally110 ~nrahu~able ililfe~e~~ceIII CIIIII~, ~,l\~ihr or rallgr pr1Iorrna11ceof tile ai~plallr. PIPER AIRCRAFI' ('ORFOR ATION Sb:('~I~ION PA-28RT-201, ARROW IV SllPl'l.EMENl'! 1'0insure maxinlum clinlb perfornlnncc tlic air conditioner must be turned off mantrally bcforc takeoff to disengage the compressor and retract the condenser door. Also the air conditioner must be turned off manually bcfore thc landing approach in preparation for a pnssihlc go- around. Altllougtl [lie cruise spced and rangcareo~rlysligl~tly ;~flectctl by tlleair conditioner operation, tllese changes should hc consitlcred in preflight planning. To be conservative, the following figurcs assurnc ttiat thc compressor is operating continuously while the airplane is airborne. 'I his will be the case only in extremely hot weather. (a) The decrease in true airspeed is approximately 6 KIS at all powcr sc~tings. (b) The decrease in range nlay be as rnucll as 40 nautical rnilcs for tllc 72 galloll capacity. The climb performance is not compromised n~ensurahlywith tlle air conditioner operating since the compressor is declutclled and the condenser door is retracted, both automatically, when a full tlirottle position is selected. When the full throttle position is not used or in the event of a malfunction which would cause the compressor to operatc and the conderlser door to hc extendcd, a decrease in rate of climb of as much as 100 fpm can be expected at all altitudes. Should a malfunction occur which prcvcnts condenscr door rctrnction when the compressor is tl~rncdoff, n dccreasc in rntc of clinlh of as n~ucl~as 50 fprn can hc cxljccted. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 9-5 SECTION 9 PIPER AIRCRAFT CORPORATION SUPP1,EMENTS PA-28RT-201, ARROW IV PIPER AIRCRAFT ('OHPORATION PA-28RT-201. ARROW IV PIPER EI,ECTRIC PITCI1 TRIM SECTION 1 - GENERAI, This supplcmcnt supplies information necessary for Ihc operation ofthc airplane when thc optional Pipcr Elcctric Pitch Trim is installcd. Thc information containcd within this supplcmcnt is to bc used in conjunction with thc complctc handbook. This supplcmcnt had hccn"FAA Approvcd"as a pcrmancnt part ofthis handbook and m~~strcmain in this handbook at all times whcn thc optional Pipcr Elcctric Pitch Trim is installcd. SECTION 2 - LIMITATIONS No changes of thc basic limitations provided by Scction 2 of this Pilot's Operating tiandbook arc ncccssary for this supplcmcnt. SECTION 3 - EMERGENCY PROCEDURES Thc following information applies in casc of clcctric trim malfunction: (a) In casc of malfunction. discngagc clcctric pitch trim by activating pitch trim switch on instrument pancl to OFF position. I (b) In casc of a malfunction, thc clcctric pitch trim circuit hreakcr may bc manually discngagcd (pullcd out). (c) In an emergency. clcctric pitch trim may bc overpowcrcd using manual pitch trim. and or control whccl pressure. (d) In cruisc config~rration,a malfunction can result in a 20" pitch change and 600 ft, altitudc variation. (c) In approach configuration. a malfunction can rcsult ina I I" pitch change and 200 ft. altitudc loss. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1 130 REVISED: SEPTEMBER 5, 1980 9-7 SECTION 9 PIPER AIRCRAFT CORPORATION SUPPI.EM ENTS PA-28RT-201. ARROW IV SECI'ION 4 - NORMAI. I'ROCEDURES 1 he electric 11in1system may be turned ON or OFF by a switch located above tl~cignitio~~ switcl,. The pitch trim may be changed when the electric trim system is turned ~IIeither by rnoving the manual pitch trim control wlieel or by opcratii~gthe trirn control switch on the pilot'scoillrol yoke. 1o prevent excosive speed increase in the event of an electric trim run-away malfu~~clion,the systeni incorporates an automatic disconnect feature which renders thc systein inoperative above approxin~ately169 KIAS. The disco~l~~cctcdcondition does not affect the manual trim system. SECTION 5 - 1'k;HFORMANCE No CII~II~C~to 111e basic perforrr~anceprovided by Section 5 of this I'~lot'bOoera~ii~g Ila~~dbook are necessary Tor tl~issupplernel~t. ISSIJED:SEPTEMBER 14, 1979 - PIPER AIRCRAFT CORPORATION Sk:cTION 9 PA-28RT-201, ARROW IV SllPPl.EMENTS SECTION I - GENERAL This supplement supplies information necessary Cor tlie operation or tlie airplaric when the optional AutoFlite II A~rtopilot is installed in accordance with S'TC SA3162SW-D. T'lie infor~iiatioricoritnincd wittiin this supplement is to he used in conjunction with tllc complctc handbook. -. This supplcment has becn "FAA ApprovedWasa pcrniancrit part oftliis handbook and must remain in this handbook at all times wller~tlie optional - AutoFlite I I Autopilot is installed. SECTION 2 - I,IMITATIONS - (a) Autopilot operatio~lproliibited above 175 K IAS (b) Autopilot niirst be OFF for takeoff and landing. - SECTION 3 - EMERGENCY PROCEDURES (a) In case of malfunction, depress interrupt .switcli or1 pilot's co~itrol wheel, or overpower autopilot at eitller coritrol wt~ccl. (b) AutoFlite II nlastcr switch - OFF. (c) In climb, cruise or descent configuratiori a rn;~lC~~~~ctioriwit11 a 3 second delay in rccovery initiation may result inn 45" hank ;rritl a 300 foot altitude loss. Maximum altitude loss measurctl at 175 KIAS in a descent. (d) In approach configuration, coupled or c~ncouplcd;a rlinICunction with 3 I second delay in rccovery initiation may result in a 16' hank and a RO fool altitutlc loss. ISSUED: SEPTEMRER 14, 1979 REPORT: VD-1130 9-9 SECTION 9 PIPER AIRCRAFT CORPORATION SUPP1,EM ENTS PA-28RT-201, ARROW IV SECTION 4 - NOHMAId PROCEDURES 1'REFI.IGIIT INSI'ECTION (a) AutoFlite 11 master switch - ON. (b) Rotale turrl command knob to left and right. Aircraft control wl~eelssllould rotate in corresponding directions. (c) Wit11 AutoFlite I1 on, rotate aircraft control wheel to left and right. Only ligl~tforces should be required to override roll ser1.o clutch. (d) AutoFlite II Inaster switch - OFF - rotate control wlleel left and right to assure disengage~nent. IN-FL.IGIIT PROCEDURE (a) Engagement (1) Check turn coln~nandknob in center detent position. (2) Autof:lite II nlaster switch - ON. (b) 1)isengagement (I) AutoFlite II niaster switch - OFF. (c) I lsadi~~gCllar~ges (I) Move trim knob on instrument for drift correction from a constarlt heading. (2) Move turn com~nandknob for left or right banked tur11s. Rotation of knob to stop will yield anappropriate bank angle to obtain an approximate standard rate turn. Intermediate settings may be used for lesser turn rates. (d) OMNl 'Tracker (I) I'urr~cornniand knob - move to center dctent position and pttsl~IN to engage tracker. Aircraft will track desired radial rs~ablill~edon NAV I (or as selected, ifequipped witha NAV selrctc~rswitcl~). 'I r,tckcr nic~stbe engaged witl~inIOo of bcil~g "011 course," i.e. VOR course needle centrred i111~1;~irc~aft l~ra(li~lg witI1i11 10' of VOK course. - l'lIDEH AIHCHAI;T C'OHPOHAI'ION SI~:(I'ION9 PA-28RT-201. ARROW IV SIIIDPI.EMENI'S (2) I'ri~nkr~oh - pusl~IN lor lligll sct~silivily IIcc l~igl~scncitivity pocitior~ Col Io~;tIi7cr tri~ckir~g;111tl ;I\ ~lc\i~ctllor OMNI (racking. (e) Mainlair1 directional (rim during a11 atttopilot opc~i~tic~r~s SECTION 5 - FERFORMANC'E No changcs to the hasic performance provitlctl by Sectit1115 oC tl~i~ Pilot's Opcratil~gIlar~tlbook arc Ilcccssary for ~IIIF\II~~~C~IICIII ISSIIED: SEPTEMBER 14, 1979 SECTION 9 PIPER AIRCRAFT CORPORATION SUPP1,EMENTS-- PA-28RT-201, ARROW IV -1 Ills I'A(;E IN 1.EN.I'IONAL-1.Y LEFT BLANK PIPER AIRCRAF'T CORPORATION SFCTION PA-28RT-201. ARROW IV SIII'P1,EMENI' AUTOCONTROI. IIIB AUTOPI l,OT INSTA1.I.ATION SECTION I - GENERAI, l'his supplcrnent supplies information necessary for tlic operation o the airplane whcn the optional Piper AutoCo~ifrol11113 is installed i~ accordance with STCSA3161 SW-D. 'The informatio~rcontainetl witllin t Iiit supplcrnent is to hc uscd in co~ljunctionwitli the conlplctc t~arrtlbook. - This supplement has beenuFAA ApprovedVasa permirnerlt part ofthi: handbook and must remain in this handbook at all timcs when the optional Piper Autocontrol IIIB Autopilot is installed. - SECTION 2 - 1,IMITATIONS - (a) Autopilot opcration prohibited ahove 175 KIAS (b) Autopilot OFF for takeoff and landing. - SECTION 3 - EMERGENCY PROCEDURES (a) In an clilcrgcncy tlrc a~ltopilotcan he tlisco~i~icctctlby. - (I) I'usliing the roll ON-OFF rocker qwitcli -OFF. (2) Pulling the autopilot circuit brcakcr. (b) The autopilot can bc ovcrpowercd at either colrtrol wliecl. - (c) An autopilot runaway, with a 3 second clclay in IIICinitiation of recovery, while operating in a climh, cruisc or dcsccritlirig fligl~t, corrld rcsult in a 45" bank arid a 300 foot altitude loss. .\Iaxilnrrnl altitudc loss measured at 175 KIAS in a descent. (d) An autopilot runaway, with a I second delay in tlrc irriti;~tio~l(11 recovery, during an approach operation. co~~plctlor rr~icor~plcd. could result in a 16' bank and a 80 foot altitrrdc 10s~. - ISSUED: SEPTEMRER 14. 1979 REPORT: VR-1130 9-13 SKC'I'ION 9 PII'EH AIRCRAFT COHI'OHAI'ION SUPP1,EMENl'S PA-Z8RT-201, ARROW IV -. (e) Enlergency operation with optional NSL) 360A (IISI) - Slaved and/ or Non-Slaved: NSl) 360A (I) Appearance of IIL)G flag: a. Check air supply gauge (vac or pressure) for adequate air supply (4 in. Hg. min.) b. Check compass circuit breaker. c. Observe display for proper operation. (2) 1'0 disable heading card - pull circuit breaker and use magnetic compass for directional data. (Factory installations nlay utilize NSL) and electric trim circuit breaker.) NOTE II I~cadingcard is not operational, autopilot sho~rld1101 be used. (1) Wit11 card disabled. VOR/ 1.ocalizt.r and Glide Slope displays ale )till functional; use card set to rotate card to aircraft l~cadi~~gfor correct picture. (4) Slaving I'ailt~re - (i.e. laillrre to srlf-correct for gyro drift): a. Cl~ccktllat gyro slavi~lgswitcl~is set to No. I position (if cquipped with Slave No. I - No. 2 switch) or "Slaved" positio~~when eq~ripped with Slaved and Free Gyro Mode Switch. b Clleck for I1DG flag. c. Check compass circuit breaker. d. Iteset heading card while observing slaving meter. I )cad sli~ving~neter needle or a ~~redlcdisplaced f~~llyOIIK direction indicates a slaving system filllllrc. e Selrct slaving amplifier No. 2. if equipped. If not equipped, proceed wit11 item g below. 1 Ite\ct tjr;ltli~lg ci~rd wllile checking slaving Inctcr. If p~operslaving illdicatiorl is not obtaincd, g Switctl to free gyro modc and periodically set card as 1111slavedgyro. ISSLJED:SEPTEMBER 14, 1979 PIPER AIR<:RAF'I' CORPORATION Sk;(Il.lON 9 PA-28RT-201, ARROW IV SIJI'PI.EM ENTS NOTE In tllc localizer mode, the TO-FROM arrows may rcmain out of view, depcl~dillgupon thc - ~ dcsign of tl~cNAV converter used ir~tl~c installation. SECTION 4 - NORMAI, PROCEDURES (a) AUTOPI LOT (1) Place Radio Coupler (if installed) in III>Ci modc ;tnd placc the Al' ON-OFF switch to the ON position to engage rhc roll section. Rotate roll command knob left and right and observe that control wllccl describes a corresponding Icft and right turn, then center knob. (2) Sct proper D.G. heading on D.G. and tlrrll Ill)(; hug to aircraft llcatli~~g.Engagc Ii DG modc rockcr swi~cll;~ncI rolntc IIOG hug right and left. Aircraft col~troiwllccl sl~olrl(lturn same direction as bug. Grasp control wllcel ;~l~rln~al~~rally override servo, both directions. (b) RADIO COUPLER - (OPl'IONAL) (I) Tune and identify VOR or VOT station. I'ositio~~Rntlio Coupler to OMNI mode. Engagc autopilot ON a11t1Il[)(i switclies. Set HUG bug to aircraft Ileading ant1 rotillc 0.Ij.S. to cause OMNI indicator needle toswing left ant1 right slowly. Observe that control whecl rotates in tlircctio~lof llcctllc movement. (2) Disengage AP ON-OFFswitch. Reset Radio Colrplcr control to li[>G. (a) Trim airplane (hall centered) (b) Check air pressurc/vacu~~mto ascertain th;~ttllc clircctior~:~lgyro and attitude gyro are recciving sufficient air. ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 9-15 SECTION 9 PIPER AIRCRAFT CORPORATION SUPPI,EMENTS PA-28RT-201, ARROW IV (c) Roll Section (I) To engage, ccrlter ROl.1. knob, push AI' ON-OFF switctt to 011 positiol~.To turn, rotate control ROL.1- knob in desired direction (Maximum angle of bank should not exceed 30°.) (2) For heading mode, set directional gyro with magnetic cotlrpass. Pus11 directional gyro t4DG knob in, rotate bug to a~rctaftheadir~g. Push console heading rocker (11DG) switch to ON position. 'Po select a new aircraft hrading, push D.(i. licatli~~gknob IN and rolate, in desired direction of turn, to IIIC Jrsired heading. (d) Itadio Co~~plingVOH-ILS with I1SI I'ype Instrume~rtDisplay - (Optional) (I) VOR Navigation 3. l'une and identify VOR vtation. Select desired course with O.B.S. (tlSI Course Knob). b. Select OMNI mode on radio coupler. c Sclcct IIIX mode on autopilot cor~solc to engage couplcr. Aircraft will turn to a 45' i~ltcrceptangle to intercept the selected VOR course. Intercept angle magnitude depends on radio needle off course magnitude, 100% needle deflection will result in 45" irttrrcept with the intercept angle diminishing as the lreedle olf set diminishes. d. NAV mode - NAV mode provides reduced VOR serlsitivity Tor tracking weak, or noisy VOR signals. NAV mode should be selected alter the aircraft is established on course. (2) I1 S-L.OC Front Course a Set inbourrd, frorrt, locali?er course on O.B.S. (tlSI C'oulse Knob). h Sclcct 1.OC-Nornlal on radio co~~plerto intercept and tri1c.k i~~hou~rtlon tlte locali/cr. Select I.OC-REV to ir~tcricptartd track outbound totltc procctlurc turn area. c. Sclcct Ill)(; rnotlr or1 autopilot co~rsolc lo engage coupler. PIPER AIRCRAI:T CORPORATION SECTION 9 PA-28RT-201, ARROW IV SIJI'PI.EMENTS (3) ILS - Back Course a. Set inbound, front locali7er course or1 0.I3.S. (IISI Course Knob). h. Select I.OC-REV on radioco~lplcrto intercept and track inbound on the back locali7er coilrse. Select I.OC- NORM to irltercept outbound or1 tl~chack colrrse to tile procedure [urn area. (c) Select II IIG mode on aotopilot COIISOIC to engage coupler. (e) Kadio Co~rpling- VOR/Il.S with sl;~rlda~tlcIircctiorlnI gyro- (Optional) Radio Coupler operation in conjllnctio~~with n stall(lart1 directional gyro and VORILOC display differs from oper a I'1011 with an integrated display (HSI) only in one respect. I-lle tlll(i bug is used as the radio course datum and therefore milst he set to match the desired VOR course as selected on tllc 0.n.S. ( I) For VOR Intercepts and Tracking: Select the desired VOR course and set the I1 I)(;h~~g to the same heading. Select OMNI mode on the coupler and 1II)G mode on the autopilot console. (2) For ILS Front Course Intercepts and l'racking: Tune the localizer frequency and place t11c 111l(; hug on the inbound, front course heading. Select I,OC-NOR M mode on the coupler and HDG mode on the autopilot console. (3) For I.OC Back Course Intercepts and Tracking: Tune the localizer frequency and place tllc III)G hug on the inbound course heading to the airport. Select I.OC-REV mode with coupler and HDG mode on tl~ea~ltopilotcor~sole. SECTION 5 - PERFORMANCE - No changes to the hasic performance provided hy Scctior~5 of this Pilot's Operating Handbook are necessary for this supplement. - ISSUED: SEPTEMBER 14, 1979 REPORT: VB-1130 9-17 SECTION 9 PIIDER AIRCRAFT CORPORATION SUIDPI.EMKN'I'S PA-28RT-201, ARROW IV I IIIS I'AGE IN'I'ENTIONAl.LY I.EFI' BLANK PIPER AIRCRAFT COHI'OHAI'ION SE('1 ION 9 PA-28RT-201, ARROW IV SIII'l'l.EMENTS -- - SECTION I - GENERAI. l-l~issupple~iic~it supplies inlormation necessary lor tl~copc~atio~~ OC the airplane when the optional AltiMatic lllC Autopilot is installed. '1 he information contained within this supplerncnt is to he clscd In cc>njtrnction with the complete Iiandbook. This supplement has beenuFAA Approved"as a permanent part of this handbook based on EDO-AIRE Mitchell STC SA3323SW-1) and rnust rcmain ill this handbook at all times when the optional Altibli~ticlllC - Autopilot is installed. - SECTION 2 - I,IMITATIONS (a) Maximum speed for autopilot operation in 175 KIAS. (Autopilot Vmo) - (b) A Placard stating"Conduct trim check prior to flight - (SCC1'011)" to be installed in clear view of the pilot. (c) A~rtopilotOFF during takeoff and landing. (d) During autopilot operation, the pilot must he in his scat wit11 tllc safety belt fastened. - SECTION 3 - EMERGENCY PROCEDCIRES This aircraft is equipped with a Master Disconnect/Intcrr~rl~tSwitch on the pilot's control wheel. When the switch button is dcprcssctl it will - discon~iectthe autopilot. When depressed and held it will i~~tcrr~~ptall Elcctric Elevator Trim Opcrations. Trim operations will bc ~cstorcdwl~en tlre switch is released. If an autopilot or trirn emergency is encountered, do not attempt to determine which system is at fault. Immediatcly depress arid - hold the Master Disconnect/Interrupt button. Turn ofla~rtopilotand trim master switch and retrim aircraft, then release the interrupt switcli. ISSUED: SEPTEMRER 14, 1979 REPORT: VB-1130 9-19 SECTION 9 PIPER AIRCRAFT CORPORATION SUPP12EMENTS PA-28RT-201, ARROW IV NOTE L)~~rirlgexamination of this supplement, the pilot is advised to Iocata 2nd idcr~tify tl~e autopilot controls, the trim Inaster switcll and circuit breaker for both bysterns. (a) In tlre event of an autopilot malfunction the autopilot can be: (I) Overpowcrcd at either control wheel. I)o not ovcrpowcr a111ol)ilot pitell ;I xis lor pc~iodslonger t11a11 3 scco~idshccausc tl~c autotrirn system will operate in a dircction to opposc tl~epilot and will, tllcreby, cause an Irlcrcase ir~the pitcll overpower forces. (2) 1)isconnccted by depressing the Master Ilisco~~r~ect/Inter- rupl Switclt. (3) 1)iscollnected by depressing the I'ri~nSwitch "Al' OFF" bar. (4) 1)isconnccted by pushing the roll rocker switcl~"OFF". (b) Itr 1111. rverlt uf a trinl t~~alfullction: (I) L)cpress and Ilold the hlaster 'l'rin~Ir~tcrrupt Switch. (2) I rllll Master Switcl~- "OFF." Retrim aircraft ;IS necessary II,III~ rnanual trim systen~. (3) I (c) If a trim runaway occurs wilt) the autopilot operating, the above 111occd1rrcwill discotll~ecttlle autopilot which will i~r~r~\edi;~tely rcs~iltit1 I~igl~crcontrol wl~eelforces. He prepared to rnanually rct~it~i.;is IIcccss;Iry to elinlitlate undcsir;~hleforces. HEI'OH'I: VH-I 130 9-10 I'IPER AIItCItAFT COHPOHATION SE:('TION 9 PA-28RT-201, ARROW IV SIlPPI,EMENI'S (d) Altitudc I.oss During Malfunction: (I) An autopilot maICunction d~rringclimh,crlrisc or tlcsccrit with a 3 sccond dclay iri recovery initiation coultl rcst~ltiri as niuch as 55" of bank and 500 foot of altitude loss. Maximum altitude loss was recorded at 175 K IAS during descent. (2) An autopilot malfunction duringan approacl~wi~ll a I sccond delay in recovery initiation could rcsult in as rn~rclias 16O oT hank and 100 Toot altitude loss. Maxiniurii nllit~rdeloss measured in approach configuration and opcrntilig either coupled or uncoupled. (e) Emergency Operalion With Optional NSI) 3hOA (IISI) - Slnvcd and/or Non-Slnvcd: NSD 360A (I) Appearance oC IIDG Flag: a. Check air supply gauge(vacor pressurc) Torarlccl~~atcair supply (4 in. fig. min.). h. Check compass circuit hrcaker. c. Ohscrvc display for proper opcrntioli. (2) 1'0 disable ticading card - pull circtrit hrcnkcr arrd IISC magnctic compass for directional data. NOTE IC heading card is riot opcralional. aulopilo~ slio~lldriot he used. (3) With card disabled, VORILocaii7er and (ilitlc Slope displays arc still functional; use card set to rotatc c;~rtl to ilircraTl hcndirig for correct piclure. (4) Slaving Failure - (i.e. failure to self-correct lor gyro drift): a. Check gyro slaving switch is set to No. I position (if equipped with Slave No. I - No. 2 swircli) or "Slnvcd" position when equipped with Slaved and Free Gyro Mode Switch. b. Clieck Tor IlUG Flag. c. Check compass circuit breaker. d. Reset heading card while obscrvirig slaving meter. ISSIJED: SEPTEMBER 14, 1979 REPORT: VB-1130 9-21 I'II'ER AIKCRAI:'T COKI'ORATION PA-28HT-201, ARROW IV I)ratl slavillg meter ncedle or a needle displaced fully one direction indicates a slaving system fail~lre. e. Select slaving amplifier No. 2, if equipped. If not equipped, procced will1 g below. f. Reset heading card while checking slaving meter. If proper slaving indication is not obtained. g Swi~cllto frce gyro i111dperiocllcally scl c;lrd as ~l~lsl,~vcd gyro. NO I'E III 1I1eIocalirer nlod~tllr " 1'0-FItOM" arruws III~y rc111ai11out of view, dcpe~~cli~rg1rpo11 lllc tlc.igrl of tllc NAV collverter ~rscd in tlrc ir~stallalion. SE("II0N 4 - NOHhIAI, PROCEDURES (a) I (1)) l'11c11Scctiol~ (I) I:l~g;~gc"ltoll" rockcl sw11cl1. (2) ('crrlcr IIIICII conrl11a110disc ;III~cngi~gc "I'itcl~"~ ockcr switcli. (3) Ito[.~tc~)itcl~ COIIIIII;III(~ ~li~full IJI' ;111d ftlll [)OWN ;111d c l~ccL111i11 co~it~~olwl~ccl IIIOVC~ sa111c (Ii~cctiol~ C'I~cck to sce t11i11 XI vo ci111he OV~II I(I~L.II by II~III(~ cor11101i~l~ccl. 1'11'k;R AIft('1tA IT ('Oft I'OIt ATION Sl<:('IION 9 -- PA-28RT-201, ARROW IV Sl~l'Pl.EhlENTS Autopilot rnigllt not bc ablc to raise clcvat(,rr, or1 ground, witl~outassislarice froni pilot. (4) lloid control wlicel and disengagc ar~to[)ilot1)~ prcssing Master Autopilot I)iscon~iecll'Irini Ir~tcrrtrp~SivitcIi hutton. Cllcck Roll alitl Pitcli coritrols to assllrc ;IIII opilot Ilas tlisconrlcctctl. (jclieral 7-liis aircraft is equippcd with a Comrnand 1 rini Systc111tlcsignctl to witlistand any type oi singlc rlialillnctinn. ci111cr-niccIi;~riicaI or electrical, withou~uncontrolled opcratiori rcrulting. 'I IICprcfliglit clicck proccd~rrcis dcsigncd to uricovcr Iii(ldcn failurc~~l~at lr~iglit otlicrwisc go undclcctcd. l'ropcr opcration of ~licclcctric ~ririi systclii is prcdicatcd on conducting tlic following prcfligli~clicck bcforc c;~cli lliglit. If tlic trim systcrn fails any portiol~oi thc proccdurc, pull tlic trim circuit brcakcr out until tririi systcm is repaired. Substitution oiany trim system coniponcrif for ariothcr modcl is not at~tl~ori~cd.For cmcrgcncy ilitcrr~~p~i~lforriiii~ion. rcfcr to Scction 3 of tliis Supplcri~c~it. Comniand Elcctric Trini Switcli -1 lic C'oliilnarid rlcctric 'l'rini Switcli ori tlic lcit Ii;~rltlI)OI tion oi tlic pilot's control wliccl has two fu~iclions: (I) Whcn thc fop bar (AP OFF) is prcssctl, it discorinrcts tl~c Autopilot. (2) Wlicri tlic top bar is presscd AND tlic rockcr is rnovccl forward, nose down trim will occur, wlicn niovctl nit, nosc up trim will occur. (a) I'rclliglit: Command I'rini - Bciore E;icli Fliglit (I) Chcck trini circuit brcakcr - IN. (2) 1-rim Mas~crSwitcli - ON. (3) AP OFF - Chcck normal trim operation - CII'. (;rasp trim wliccl and chcck ovcrridc capability. Clicck norc down operation. Rcctieck ovcrridc. (4) Witli trim operating - dcprcss interrupt switcl~- trill1 slio111d stop - relcase interrupt switcli - trim sliorlld opcrntc. ISSUED: SEPTEhlRER 14, 1979 REPORT: VB-1130 9-23 I'II'ER AIRC'RAI;I' CORI'ORATION PA-28RT-201, ARROW IV (5) Acliva~cccntcr bar only. I'usl~rockcr fore alld aft only. .l'rini sl~ouldnot operate wit11 either separalc action. (b) AIIIOIIilii - ljclore Eacli Flight (I) Al' ON - (Roll and I'itcI~ Sections) Cllcck au~orna~ic opcra~ior~by activating au~opilo~pile11 coll~rnandUI' 11ien 1)N. Observe 11in1 operalion follows pitell co~l~n~a~~tl direct~or~. 111 .~~~tol~~lotn~odc,111ere will bcap~~roxi~~~ately a 3 scco~lddelay belwe~llopcra~iol~ of pi~cl~ ~OIIIIII;III~and opera~ior~ol 1ri111. (2) I'Ic\~ cctllcr 1)ar (AI' O1-.ly) - rclcase - cl~ccli :111top11ot disc~~gagclllcnt. (3) I (b) C'l~cckalr prcshlrre or vacuulll to ascertain 1Ila1 ~lledirec~ional gyro ;rlltl attit~ldcgy~o are receiving sufficien~air. (e) Roll Sec~iol~ (I) I o engage - Ccn~erR0I.L knob, push K01.1. rockcr 1o"ON" pohitio~~.'lo ltrrrl, ro1ale console K0l.l. h~~obill dehilcd direelion. (2) 1:or Ilradil~g ri~ode, sel clirec~iollal gyro will1 nlagnetic c,)llrpa\\. I'usl~directional gyro I1 I)G knob in, rotirtc to select dehirctl I~cadi~~g.I'USII console Ileading rockcr ( I1 IIG) 10 "ON" posi~ion.(Maxin~un~ angle to hank will be 20" with lieatling lock engaged.) ((1) 1'1tcl1 Scc~ioll(ltoll seelion 111ust be engaged prior lo pitcl~scclion c11g;1gclllcllt). (1) C'cl~lcrpi~cll ~rin~ illdica~ol will1 tllc pile11 cur~~r~i;~~iddibc. (2) Er~g;~gcpi~clr rocker swi~cl~.I'o clla~~gca~~it~~dc, rotale pitell ~OIIIIII,III~disc ill tl~cclchircd di~ccliol~. SECTION 9 ~~~rb;itAII~(~AF'~ (.o~t~~on~'~.~or SUPPLEMENTS I'A-28HT-201, ARROW- I' (e) Altitude llold Upon reaching dcsired or cruising altit~~dc,erigagc altitutlc holt mode rocker switch. As long as Altitudc Iloltl niodc rocker i engaged, aircraft will maintain sclectcd altitude For maximun passenger comfort. rate of climb or descent should he reduced I! approximately 500 FPM prior to altitude hold cngagcment. Fo accurate Altitude Holding below 80 K IAS lower flhps orie or two notches. NOTE Prior to disengaging Altitude Ilold modc, rotate Pitch Command Disc to ccnter. (F) Radio Coupling VOR-1I.S with 1I.S.I. ~ypci~istrrlrrrcnt display (Optional) (I) VOR Navigation a. Tune and identify VOR Station. Sclcct tlcsirctl course h: rotating CRS knob of H.S.I. b. Sclcct OMNl mode on Radio Couplcr. c. Select llDG mode on autopilot consolc to engagl coupler. Aircraft will turn to a 45" intcrccpt angle ti intercept the selected VOR course. lriterccpt angll magnitude depends on radio needlc off - courst magl~itude, 100% needle deflcction will result it1 45' intercept angle, diminishirig as tllc llcctllc off-sc diminisllcs. d. NAV mode - NAV modc providcs redr~cctl VOP scnsitivity for tracking weak, or 11oisy. VOR sigllals NAV modc sl~ould be selected aftcr tlic aircraft ia established on course. (2) 11,s-LOC Front Course a. Set inbound, rront, locali7cr coursc with 1I.S I. courst knob. b. Select I-OC-Normal on Radio Couplcr to il~tcrceptand track inbound on thc locali7er. Sclcct I OC-I ISSUED: SEPTEMBER 14, 1979 REPORT: VR-1130 9-25 SECTJON 9 PIPER AlRCRAF'T CORPORATION SUPPLEMENTS PA-28RT-201, ARROW IV (3) 1I.S - Back Course a. Set inbound, front, localizer course with 1l.S.I. course knob. b. Select LOC-REV, on radio coupler to intercept and track inbound on the back localizer course. Select 1.OC- NORM to intercept and track outboul~don the back course to the procedure turn arca. c. Engage IfDG mode on autopilot console to engage coupler. (g) Radio Coupling - VOR/IL.S with standard directional gyro. (Optional) Radio Coupler ope ratio^^ in conj~~nctioawill1 a standard directior~algyro a~ldVOR/LOC display dilfers fro111 operation wit11 an integrated display (H.S.I.) only irl one respect. The HDG I)ug ih used as the radio course datum a~ldtl~erefore n~ust be set to n~atcl~the desired VOK/II.S course as selected on the O.B.S. ( I) For VOH Intercepts and Tracking: Selcct the desired VOR Course and set the I1I.X bug to the sante Ileading. Select OMNI mode 011 the couplera~~deltgage Ill)(; Inode on the autopilot console. (2) [:or I1.S t:ront ('ou~sc I~~tcrceptsalld 1'1acki11g: 'l'utlc the localizer frequcr~cyand place the IlU(i hug or) the illbound, front course heading. Select I.OC-NOR M itlode on the coupler and engage HDG mode on theautopilot cor~sole. (3) For 1.OC Back Course Intercepts and '1-racking: 1 ulle the localizcr frequer~cyand place tile 11DG bug on the illbound course heading to the airport. Select LOC-REV mode on ttte coupler and ellgage 1iDG 111odeor1 the autopilot co~~sole. (It) (_o~rpledApproach Operations (I) VOR or I.OC a. After arrival at tile VOR St:~tior~,[lack ol~tboulld to the proctdurc turn are;) ah descrihetl in Seeti0114 (1) or (g)as appropriate. Slow to 90-100 KIAS ;III~Iorver flaps as desired. b IJse 11L)G rnode and Pitch or Altitude IIoIcI [nodes as appropriate duri~tgprocedure turl1. PIPER AIRC'RAFT COHI'ORA'rION SE.('I'ION 9 PA-28RT-201, ARROW IV SlJl'Pl.EhlENTS c. At the F.A.F. illbound. return to pitch niodc for control of descent and lower landing gear. d. At the M.D.A. select altitude hold mode and adtl power for level flight. Monitor altimeter to asstlre iicclrrate altitude co~~trolis being provided hy the n~~lopilot. e. Go-Around - For missed approach select tlcsircd pitcll altitude with pitch command disc and diser~gagealtitudc hold mode. This will initiate the pitch up attitude cllange. Immediately add takeoff powcr and morlitor Altimeter and rate of climb for positive climb indication. After climb is established, retract llnps and gear. Adjust attitude as necessary for desired airspeed ;and select IIDG mode for turn from the VOR lir~nlapproacl~ course (2) ILS - Front Course Approach Wit11 Glide Slope Capture. (Optional) a. Track inbound to LOM as described ill Sectiol~4(1) or (g) ahove and in Altitude Ilold mode. b. Inbound to L.OM slow 10 90 to 100 KIAS ant1 lower flaps as desired. c. Automatic Glide Slope caplure will occur at (;l~tlcSlope intercept if the following conditions arc rrict: I. Coupler in 1.OC-Normal mode. 2. Altitude Ilold mode engaged (Altitude Rocker on Console). 3. Under Glide Slope for more than 20 sccorl(ls 4. Localizer radio frequency selected OII NAV Rcccivcr. d. At Glide Slope Intercept immediately lower lan(li11ggcar n11t1 reduce powcr to rnaintain approximntcly HO-90 KIAS OII Ii11a1 approach. Glide Slope capture is indicated hy ligl~tirg of tlie green (ilide Slope engage Annunicator Idamparltl by a slight pitch down of the aircraft. e. Monitor localizer and Glide Slope raw data tl~rougl~otrt approach. Adjust power as necessary to maintain correct final approacll airspeed. All power chnnges sllo~tltlhe of sr~lall magnitude and smoothly applied for hest tracking performance. Do not change aircraft configuration during approach while autopilot is engaged. ISSUED: SEPTEMBER 14. 1979 H EPORT: VB-1130 9-27 SECTION 9 PIPER AIRCRAFT CORPORATION SUPPLEMENTS PA-28RT-201, ARROW 1V f. Conduct missed approach maneuver as described in (h)(l) e. above. NOTE Glide Slope Coupler will not automatically drcouplc from Glide Slope. Decoupling may be accomplished by any of the following means: I. Disengage Altitude Mode. 2. Switch Radio Coupler to tIDG Mode. 3. Disengage Autopilot. SECI'ION 5 - I'EHFOHMANCE No cllallges to the basic perfor~nanceprovided by Sectio~~5 of the I'ilot's Operating tlandbook are necessary for this supplement. ISSIJEI): SEPTEMBER 14, 1979 I'll'IClt A Il<('ltA l:'l. (*ORlD0lt A'I'ION Sla:("l ION Y 1'A-281t'1'-201. AI KNS 80 NAVIGATION SYS'I'ICkI 'I'l~iss~~pplcnic~it s~~~)pIics i111or1ii;1tio11 ~icccss;~~-y lor tI~copcr;~~iol~ 01 IIIC ;iil.plaric wllcii tllc optio~~;~lKNS XO Ni~vip;~~ioliSystem is i~~~t;~llctl.'l'llc ir~rorni;~tior~co~~t;~i~~ccl \vitI~i~i tl~is s~~pplc~iic~~t is 10l>t: LIS~CIill ~~II~IIII~I~~II witli tl~ccol~~plelc Il;~rltlhook. .l'liis supl>lctiicnt II;ISl~ccn "FAA Approvctl"ns ;I pcrni;1liclll I>:II.I(ii tl~is I~;~ndhook;~ntl Inust rcl~i;~i~iill this hi~~~tlhook;III times wlicl~tllc ol>~iol~;~I K NS 80 N;~vig;t~io~~Systcri~ is ir~st;~llctl. No cl~;~ngcsto b:~sic liliicrgcncy 1'1-occtl~~rcsp~.ovitlctl hy Scctioll 3 of tliis l'ilot's Opcr.;~tiugIl;~rltlhook ;~rc ncccss;lry l'or this sup1>lclllcr1t. SECTION 4- NORMAI, IDItOC:EDIJItES (;I) KNS XO OI'LIt A'I'ION 'l'l~eKNS XO ci111 be operated ill ally 01'3 basic ~~~otlcs:(a) VOIt, (h) I< NAV, or (c) I1.S. -1'0 cllar~gefro111 olle Illode to arlotllcr, tl~e ;~ppc.opri:~tcI)\I~I~~I~~~II switcl~is prcsscd,cxccl)t tl~attllc 1I.S n~otle is cl~tc~cd;~uton~;~~ic;~lly wl~cr~evcr ;III I1.S I'rcq~~cl~~yis CII;IIIIICIC~ ill 111c IJSE w;lyl)oil~t.'l'l~c displiiy will ar~l~rl~~ciatethe ~notlc I)y ligl~til~gil luessagc ;tbovc tl~cpusl~butloo. 111 ;~~lclitionto the st;il~daltlVOIt alltl ICNAV ell route (It NV ENIt) r~~otles,the KNS 80 has a collstalll course width or parallel VOIt rnode (VOIt I'AR) i111d a11 IINAV II~PI.O;ICII n~ode(ICNV AI'IC). 7'0 place the 1111it ill eitl~e~oftllcse secoi~d:~rymodes tl~eVolt pusl~butlonor 1l1e IINAV p~rsl~butlol~,as the case Inay be, is pusl~ed;I secolid ~irne.Repe~i~ive [)llsl~irlgof ll~cVOI< I)utlol~ will cause lllc systclu lo ;~ltcrnale hctwccl~tllc VOIt and VOIC I'Al< lnodes, wl~ilcrepetitive pushing ol- the ItNAV buttol~causes the sysleni to ;~IIel.ni~tc~CIWCOII I (I)) CON~IIt0I.S ( I) VOl< IjtJ'I 'I'ON blo~nclitiiry~~~sl~butto~~. WIICIIpusl~ctl wl~ilc system is in ei~l~erIINV ~llotlccauses syslenl to go to VOII mode. Otl~crwisctile b111to11c;~uscssys~c~~~ to toggle between VOII nntl VOIt I'Alt 111otles. (2) I< NAV UII'I'.I'ON Molnetitary pi~lil~[)t~tt~~l. Wllell p\~sl~etlwhile system is in either VOIt 11lode causes syS!r:ill IO go to ItNV ENIt Inode. Otl~erwisttile btrrlou causes systeli~to toggle belwee~lItNV t:NI< ulitl ItNV AI'R 111otlcs. (3) l~lOl.1~IlIJ~l~ I'ON '1-wo oositiou ~)usltbutto~~. WIICIIill dcpie~scdpositiol~, il~llibils DM li I'I.OIII ~II;IIIIIC~~II~to ;I new slaliol~wl1c11 Ihe VOIC 1'1-eclue~~cyis cl~;lr~gcd. I'usl~ingthc I)i11to11;1gai11 ~clc;~scs tl~c hut to^^ i111tl c1i;11111cl!,tlic I)M li (0 (lie sti~tiol~pi~i~.cd with the VOI< st ;I I'1011. PIPER AIRCRAFT CORPORATION SE('1 ION 9 PA-28RT-201, ARROW IV ' Sl1IDPI.EMI~:NTS (5) l)SP 1~~~'I'~l~ON Morllcntary push but to^^. Causes displayed waypoint to incrcmcr~~hy I all(! data tlisplay to go to frequency mode. (6) DATA BUTTON Momentary pushbutton. Cnuscs waypoint data display to cl~a~~gcfro111 I I (7) OFF/ PULL ID CONTROL a. Rotate counterclockwise to switch off power to the KNS 80. b. Rotate clockwise to increase audio level. c. Pull switch out to hear VOR Idcnt. (8) DATA INPUT CONTROI. Dual concentric knobs. Center knob has "in" and "out" positions. a. Frequency Data Outer knob varies I M llz digit. A carryover occurs from the tens to hundreds place. Rollover occurs from 117 to IOR. Centcr knob varies frequency in .05 hi 1 I?slcps rcgardlcss of whcther the switch is in its in or out position b. Radial Data Outer knob varies 10 degree digit. A carryover occurs from units to tcns to hundreds position. A rollover to 7ero occurs at 360 dcgrccs. Centcr knob "in" position varies I dcgrcc digi~. Center knob "out" position varics 0. I dcgrcc digit. c. Ilistance Data Outer knob varies 10 NM digit. A carryover occurs from the tens to hundrrds place A rollovcr to 7ero occurs at 200 NM. Center knob "in" position varies I NM digit. Center knob "out" position varics 0 I NM digit. (9) COURSE SELECT KNOB 1-ocated in CDI unit. Selects desired course througl~the VOR grourld station or way point. ISSIIED: SEPTEMBER 5, 1980 REPORT: VB-1130 9-31 SECTION 9 PIPER AIHCRAF'I' COHYOHAI'ION SUPP1.EMENTS PA-28RT-201, ARROW IV SECTION 5 - PERFORMANCE No changes to the basic performance provided by Section 5 of this Pilot's Operating Handbook are necessary for this supplement. ISSUED: SEI'TEMRER 5, 1980 PlFER AIRCRAFT CORPORATION SECTION 9 ?A-28WT-201, ARROW IV SUPPLEMENTS SUPPLEMENT 7 ANS 351 AREA NAVICA'FIION COMPUTER SECTION 1 - GENERAL This supplemerit sLIppli€s information necessary for the operation of the airplane when the optional ANS 351 Area Navigation Computer is installed. The information contained within this supplement is to be used in con- junction with the complete handbook. This supplement has becn "F,4.4 .Approvedv as a permanent part of th~s -handbook and must remain in this handbook at all times when the optiorial ANS 351 Area Navigation Camputer 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 basic Emergency Procedures provided by Section 3 of this Pilot's Operating Handbook are necessary for this supplement. ISSUED: SEPTEn4BER 5, 1980 - $;LC TIOT*, 9 YIPLR AlRCH.4FT CORYOPIATPOK SVPPLEMENTS PA-28RT-201. ARROW I\' ------ SECTION 4 - NBRhlAL PROCE,Dk!WES .kR RADLAL DiSTAldCE CONTROL BUTTOM ', SELECTOR SEL.ECTOR WAYPOINT USE CHECK SELECTOR BUTTON BUTTOH AKS 351 AREA NX\IGATIBN CBMPCTEM, C OW'I'RQB1,S AXD INDICATORS (a) CONTROLS CONTROL OR INDlCATOR hiode Control Seiects EN R (enyon ts) or APPli (al)proachr- modes of operation. In the rnroute mode. CDI deviation is ! mileidot. 5 rliiles full scale. 11 approach. CDI deflectioli is 1; 4 ~r~ile:do!, 1-1;. niiies full scale. Waypoint Selector Seqt~e,ricesdisplay 1r;aypo;nts from i through 8 Winking \vaypoint numbel. indicates inactivi waypoin~s;steadily-on-~l)i:ypoit~t nu~~iber iniii- cates actitre .waypoint. Return Button Dep~ssingR'TN (1.rturi1) button returns ~ht display to the active wa:~,poi~itwhen an i~lactire waypoii?t is currently being displaved. ISSIiEI): SEPTEMBER 5, 1980 ilk:YIt ------.- -- - CON I KO1 OK I [IN( I ION INlIlCA I OK - - .- ~ Use B~rtton 1)eprcssirlg 111rI ISI' ~IIIIOII cor~\rrr\111c wily- point bcing displayed ir~rotllc acr~vcwi~ypoint Radial Sclcctor 1.wo concc~itrickl~oI?> WI ri~tl~;~l~~~lor~~~at~on - illto tl~cdisplay. K lloh5 control irilor n~;ltiori as follows: I.argc kr~oh:('II~III~(~\ tli\pl;~y III 10-tlcgree 1ncrcI11cIIts. Sniall krioh pusllctl ill C'hal~gcs display I- dcgrce ir1crcrlicn15. Small knob pullccl out: ('llal~gcsd13play in 0.1 - dcgrce incrcriic~~ts. Dis~ariccSelccror Two conccr~rricknohs sct ~II\I;IIIC~I~ilorr~~a~ion ill rl;~uticalniilcs ir~totI~c d~\pli~y K ~~ohs cor~lrol i~iforniatior~;IS lollows: 1.arge knob: Changcs d15l)lily in 10-mile ~ncrenicnts. Small knob puslicd iri: C'liarigcs tlr\play I -mile tr~crcnicnls. Snlall knob pulled out: ('hariges display in 0.1- niilc divisiolls fro111 00 (1 tliro~~gh100 niilcs. Ilcyoricl 100 ririii, cliangcs tli\play in I- nlilc ir~crcnlcr~ts. Check Ilutton Ucprcssing CI1K (clicck) hutton ca~lscs I)ME arid bcnring indicators to displi~yraw distance and hearing infor~ii;itir~n.K N AV cor~ip~~tation. ('111 dcviiltion, tolfroni display. ant1 autopilot track~r~gof I