PIPER AIRCRAFT CORPORATION PA-28RT-201T TURBO ARROW IV DESCRIPTION/OPERATION

provided with the airplane. The Hartzell constant speed propeller is controlled by a governor mounted on the left forward-side of the crankcase. The governor is con- trolled by a cable from the power control quadrant. A choice ofa two bladed (standarä) propeller or a three bladed (optional) propeller is offered. REPORT: YB-940 7-3 ISSUED: NOVEMBER 30' 197t SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTTON/OPERATTON pA-2tRT-201T, TURBO ARROW tV ar CoNTROL QUADRANT AND CONSOLE Figure 7-l AIRCRAFT EOUIPPED WTH BACKUP GEAR EXTENDER ISSUED: NOVEMBER 3ll, l97t REVISED: AUGUST 15, l9t6 \ REPORT: Y&940 74 '--/ ,\ / PIPER AIRCRAFT CORPORATION SECTION 7 PA.28RT.2O1T, TURBO ARROW IV DESCRIPTION/OPERATION 7.7 ENGINE CONTROLS Engine controls consist of a throttle control, a propeller control and a mixture controi lever. These controls are located on the control quadrant on the lower center of the instrument panel (Figure 7-l) where they are accessibie tc both the pilot and the copilot. The controls utilize teflon-lined control cables to reduce friction and binding. The throttle lever is used to adjust the manifold pressure. lt incorporates a gear up warning horn switch which is activated during the last portion of travel of the throttle lever to the low power position. lf the 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 safety feature to warn of an inadvertent gear up landing. The propeller control lever is used to adjust the propeller speed frorn high RPM to low RPM. The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing of the mixture control lever in the full lean poiition. ln addition, the mixture controi has a lock to prevent activation of ihe mixture control instead of the pitch control. For information on the leaning procedure, see the Continental Operator's Manual. The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or decrease the friction holding the throttle, propeller, and mixture controls in a selected position. The alternate air control is located to the right ofthe control quadrant. When the alternate air lever is in the up, or closed, position the engine is operating on filtered air; when the lever is in the down, or.open' position the engine isoperating on unfiltered, heated air (refer to Figure 7-l). ISSUED: NOVEMBER 30, 197t REVISED: FEBRUARY 6, 1979 REPORT: VB-940 1-S sEcTtoN 7 DESCRIPTION / OPERATION PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV AR r?e kN sAx fiür-l EiiJ E nr.di$dxttt lrerrl hrcrrl lesd l.*l AIRCRAFT EOUIPPED WITH BACKUP GEAR EXTENDER LANDING GEAR SELECTOR Figure 7-3 7.9 LANDING GEAR The Turbo Arrow IV is equipped with a retractable tricycle landing gear, which is hydraulically actuatäd by an electrically- porilered reversible pum!. ffr" po1np it controlied by a seleötor switch on the instrument panel to the rcft öf thä control quadrant.(Figure 7-3). The landing gear is retracted orl extended in about seven seconds. I some aircraft also incorporate a pressure sensinS device in the system lwfricn f,owers the gear regardiess of geär selector position, depending upon I ;il#j;a "r,gii" por"ä (propeleislipstream). öear extension is designed lää;;, ;"n-if tfr. seleötoi is in tüe up position, at airspeeds below l"ooio*iä"telv 103 KIAS with power off.The extension s-pe9ds will vary 1ffi";;il;iimatelv 78 KTS to approximatelv 103 KIAS depending on I ;;;;r-;"ttiilana attituoe. The devici also prevints the gear from retracting lil;i;r;;;ä;-b"6* approximatelv 78 KTS with full power' though the l*f*t'Jiri"it"h;;t Ue ih ttre up poiition. This speed incieases withreduced REPORT: V&940 ISSUED: NOVEMBER 30' 1978 % REVISED: AUGUST 15' 19t6 PIPER AIRCRAFT CORPORATTON SECTION 7 pA-2tRT-201T, TURBO ARROW MESCRIPTION/OPERATION power and / or increased altitude. Manual override of the device is provided 6y an emergency gear lever located between the front seats to the left of the fläp handlelreför to Figure 7-9). The sensing device operation is controlled by'differential air pressure across a flexible diaphragm which is mechanically linked to a hydraulic valve and an electrical switch which actuates the pump motor. A hiih pressure and static air source for actuating the diaphragm is provided in ä mast mounted on the left side of the fuselage above the wing. Any obstruction of the holes in this mast will cause the gear.to extend. An optional heated mast is available to alleviate obstruction in icingco_nditions. The optional heated mast is turned on whenever the "PITOT HEAT" is turned on. WARNING Avoid ejecting objects out of the pilot storm window which could possibly enter or obstruct the holes in the mast. The emergency gear lever, when placed in the raised position, can be used to override the system, and gear position is then controlled by the selector switch regardless of airspeed / power combinations. The emergency gear lever is provided with a locking device which may be used-to lock the äverride levei in the up position. Thö lock is located on the left side panel of the console below the ievel of the manual override lever. To lock the 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 the gear selector switch (Figure 7-3) flashes to warn the pilot that the automatic gear lowering system'islisableä. The lock is spring-loaded to thg off position to aid dir.ngugrlnrnt. To disengage the iocklaise the override lever and release. The lävör will return to itJnörmal position and the yellow flashing light will extinguish. The lever must also be locked in the raised (up) position when gear-up stalls are practiced. The emergency gear lever, when used for emergency extension of the gear, rnanually releases hydraulic pressure to permit the gcar to free-fall with Ipring assistance on the nose geai. The lever must be held in the downward position for emergency extension. Gear down and locked positions are indicated by three grecn lights located below the selector, and a red "Warning Gear Unsafe'lightislocated at the top of the panel. An atl lights out condition indicates the g91r is up. The landing geaf should not be retracted above a spced of lll KIAS and should not be extended above a speed of 133 KIAS. ISSUED: NOVEMBER 30' 197t REVISED: AUGUST 15' l9t6 REPORT: YF9{0 74 SECTION 7 DESCRIPTION / OPERATION PIPER AIRCRAFT CORPORATION PA.28RT.2O1T, TURBO ARROW IV The 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 micro-switch in the throttle quadrant activates a warning horn and red "Warning Gear Unsafe" light under the following conditions: (a) Gear- up and power ieduced below approximately 14 inches of manifold pressure. (b) On aircrait equipped with the backup gear extendel' i{lht system has extended itre ianOing gear and the gear selector is UP, with the reduced below approximately 14 inches of manifold pressure. (c) Gear selector switcn "UP" ;hile on the ground and throttle in{ retarded position. On aircraft which are NOT equipped with the backup gear extender an additional switch is installed whith'activates the warning horn and light *ttin.u"t the flaps are extended beyond the approach position (l0o) and the landing gear are not down and locked. The gear warning horn emits a 90 cycle.per minute beeping sound in contrast t-o the stall warning horn which emits a continuous sound. The nose gear is steerable through a 30 degree arc each side of center through the uö of the rudder pedals. As the nosö wheel retracts, the steering li;kaö disengages to reduce iudder pedal loads in flight. The nose wheel is ;q;ip}"d witf;aiyar"ulic shimmy dampener to reduce nose wheel shimmy. iffig* "5..Ufy is also includäd to reduce ground steering effort and to dampen shocks and bumps during taxiing. The oleo struts are of the air-oil type, with normal extension being 2'75 t .25 inches for the nose gear and 2.i i '25 inches for the main gear under normal sratic load (emply weight of airplane plus full fuel and oil). The standard brake system includes toe brakes on the left and right set of -OO.i pia"fr and a hanä brake located below and near the center of the inJiu.'rni panel. The toe brakes and the hand brake have individual brake öii;d;;;;'üi atl cylinders use a common reservoir. The parking brake is ürärp"iä64 in ttre te ver brake and is operated !v nulling.back on the lever "nA i.ptr.ring the knob attached to the top of the handle. To release the p"if.i"ö U*fil pull back on the brake leverf then allow the handle to swing forward. REPORT: VF940 7-t ISSUED: NOVEMBER 30, l97t REVISED: AUGUST 15' l9t6 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-2OIT, TURBO ARROW IV DESCRIPTION/OPERATION tNoTE 5) LAdXC calioL WARNIiG qacuf cm o PROTSCTfi TCAilNAI IO RAOIO LAiOIIG GEAi ACTUATOF 85 ATP NYO. PUIPTOTOR UP oflx Locx swtTcff TERMINAL ISSUED: NOVEMBER 30, 197t REVISED: AUGUST 15, l9t6 LIGBT 0rMfEn REPORT: V&940 7-9 swtTcH OEAR WARNING LANDING GEAR ELECTRICAL SCHEMATIC Figure 7-5 AUTOTATIC GEAi OOWN ACTUATOR L-___-t PFE$ swtrcB 'O UP GYCLE TENMINAL 6EAR ACIUATOR ( toTE t) sw. toTfs: r. GEAR SHOTX rfl OOWi LmXEO rcSrtroN srrH slnuls cof,PRESSEO AflD THfiOITLE CLO3EO. 2. LIGffT LECEiD: R-iEOLICHT Y.YELLdLIGtsT G.GREEX LIGNI W.IHTE LIGXT !. AUIUATtC gEAß OOWf, ACTUATOB POStt!Oi. ..3WITGA LEGEiO: c-coxrof, xc-xonxaLLY closEo io-xoat^LlY oPfl 5. ltRcRAFf EOUTPPEO Wlrl UCIUP OEAi EXICIDEN. (xorE 5t to GEAR UNSAF€ LIMIT swtToH TXFOTTLE swtToH a SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA.2tRT.2O1T, TURBO ARROW IV lrYIR^uUC PUtIP RISERV0IR lirGI tntssunt c0lllR0t Rtutt [0w Pntssunf c0m0l uP 0HICI( rltlt snulil.t YrtYt 0nultt Pntssufl[ stlucll miult mlt fltl rnne$cl tntlD 0Ytnt0t. D0Yill l[oTE rl G$n 00ull sllJlBtt 6tai 00wll & tlmottcl tml tltl. orrn vrtvr. lil0lE ?l [ltll Gtm cYUilDln REPORT: VB-940 7-1{l mn üm clilt0m I tnon Pnlssunt [it0 0ll fustlASt slDt otlPlrr6n lrllTE l) rur0tulü Gnn 00f,11 ?ltssünt sH$il8 Cfilfl8tr lil0TE ll IIOII I. ÄIRCRATT TQUIPPTO WITII BACKUP GEAR EXTTIIOER' x0rE z. AlJToilATlc GtAR 00v{ll RErtREtlcE l8 t(}R "- - - llncnarr roulPPEo wlTH BACKUP ßIAR EXTlll0Efl tl)st 6tlr il0mu[c clurotR LANDING GEAR HYDRAULIC SCHEMATIC Figure 7-7 ISSUED: NOVEMBER 30, 1978 RüVtrSED: AUGUST trs, 1986 PIPER AIRCRAFT CORPORATION SECTION 7 PA.28RT-2O1T, TURBO ARROW IV DESCRIPTION/OPERATION AIRCRAFI EOUIPPED WITH BACKUP GEAR EXTENDER FLIGHT CONTROL CONSOLE Figure 7-9 7.11 FLIGHT CONTROLS Dual flight controls are provided as standard equipment. A cable system provides actuation of the control surfages when the flight controls are moved in their respective directions. The horizontal surface (stabilator) is mounted atop the fin in a "T" configuration and features a trim tab/servo mounted on the trailing edge. This tab serves the dual function of providing trim control and pitch control forces. The trim function is controlled by a trim control wheel located on the control console between the two front seats (Figure 7-9). Rotating the wheel forward gives nose down trim and rotation aft gives nose up trim. The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring-loaded recentering device. The trimcontrol is located on the right side of the pedestal below the throttle quadrant. Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left trim. Manually controlled flaps are provided. They are extended by a control cable and are spring-loaded to the retracted (up) position. The control is located between the two front seats on the control console. To extend the ISSUED: NOVEMBER 30, 197t REVISED: AUGUST 15, 19t6 REPORT: VB-940 7-ll SECTION 7 7.I3 FUEL SYSTEM REPORT: VF940 7-12 CAUTION PIPER AIRCRAFT CORPORATION /oPERATION PA-28RT-201T, TURBO ARROW IV flaps pull the handle up to the desired flap setting of 10, 25 or 40 degrees. To retiact, depress the button on the end ofthe handle and lower the control. when extending or retracting flaps, there is a pitch change in the air- I craft. This pitch c[ange can be coirected either by stabilator trim or increased control wheeiforce. When the flaps are in the retracted position the right flap, provided with a over-center lock mechanism, acts as a step. NOTE The right flap will support a load only in the fully relracted (up) position. When loading and unläading passengels make sure the flaps are in ( the retracted (uP) Position. The fuel system was designed with simplicity in qril-d. lt incorporates two fuel tanks, one in each wiig containing lA.S U,S. Gallons, givinga total I capacitv of 77 gallons, of whicliT2 gallonsäre usable. Each tank is equipped I *i[[ " fiffrr neöt inaicator tab to aiä in determining fuel re maining when the I ää;;;;;ili.'ü;bie "apa"ity to the bolioräf tn. indicatoi tab is 25 I I guiÄr. rrr. minimum fuet gräae ii 100 or l00LL Aviation Grade. The tanks are attached to the leadingiOge of the wing with screws and are an integral fart of the wing structurel This allows removal for service, The tanks are i"nt"O individuälly by a vent tube which protrudes below the bottom of the wing at lh, ,..u,. inUoärO corner of each tank. The vents should be checked periädicalty to ascertain that the vent is not obstructed and will allow free passage of air. Each fuel tank has an individual quick drain located at the bottom inboard rear corner. The fuel strainer ahb incorporates a quick drain, which is located on the left lower portion of the firewall. The quick drain protrudet( ttrru ttre cowling to allow iasy draining of the fuel strainer' To avoid the accumulation of water and iediment, the fuel tank sumps and strainer should be drained daily prior to first flight and after refueling. When draining fuel, care should be taken to ensure that no fire hazardexists before starting the engine. ISSUED: NOVEMBER 3ll' l97t REVISED: AUGUST 22, l9t0 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201T, TURBO ARROW MESCRIPTION/OPERATION 0rüe rn maus Yfl{ru l0 Drcr( Pnt$Ent x|üu Yltlt *Infis ulfl- NUM M TünmcilnEx 8ttilct tffi$ mmr Mr rutP szu 0nilt{ ft$ nF mtssunr il0 lltD btxlr fl.ot tEltn v^Pon nrrunt um UT c[tc( Yil.Yt YMn nflunll sH.tcmn vil.YE RA SIUCI0R [mU sttrfl0n Yil.It UFI Ttll( nlflll Tllil( ültirn 8ilJo[s FUEL SYSTEM SCHEMATIC Figure 7-l I REPORT: VB-940 7-t3 ISSUED: NOVEMBER 30, 1978 SECTION 7 PIPER AIRCRAFT CORPORATION DESCRIPTION/OPERATION PA-28RT-201T, TURBO ARROW IV (E t-- --, ---:t />t />?2>'2, - FUEL SELECTOR Figure 7-13 REPORT: VB-940 7-14 A fuel tank selector allows the pilot to control the flow.of fuel to the engine, and is located on the left side wall below the instrument panel. It has thiee positions: OFF, LEFT TANK and RIGHT TANK. The arrow on the handlä of the selector points to the tank which is supplying fuel to the engine. The vapor return from the engine is also routed back to the tank selected. When the selector valve is in the OFF position, vapor return is routed back to the right fuel tank. The valve also incorporates a safety latch which prevents inadvertently selecting the "OFF" position. The engine fuel injection system is a "continuous flow" type, which utilizes a vapor return line leading back to the fuel tanks. This line provides a route back io the tanks for vapor laden fuel that has been separated in the injector pump swirl chamber. The engine has an engine driven fuel pump : that is a- pari of the fuel injection system. An auxiliary fuel pump is also : provided. The purpose of the electrically powered auxiliary fuel pump is to iupply fuel to the engine in case of engine driven fuel pump shaft failure or milfunction, for ground and inflight engine starting, and for vapor sup- pression. The auxiliary fuel pump switch is located on the instrument panel äbove the engine control quadrant, and is a three position rocker switch; LO, HI and OFp. The LO auxiliary fuel pressure is selected by pushing the ISSUED: NOVEMBER 30, l97E PIPER AIRCRAFT CORPORATION PA-28RT-2OIT, TURBO ARROW IV SECTION 7 D ES CR IPTIO N/ OPER ATION The engine fuel injection system is a "continuous flow" type, which utilizes a vapor return line leading back to the fuel tanks. This line provides a route back to the tanks for vapor laden fuel that has been separated in the iniector pump swirl chamber. The engine has an engine driven fuel pump that is a part of the fuel injection system. An auxiliary fuel pump is also provided. The purpose of the electrically powered auxiliary fuel pump is to supply fuel to the engine in case of engine driven fuel pump shaft failure or malfunction, for ground and inflight engine starting, and for vapor sup- pression. The auxiliary fuel pump switch is located on the instrument panel above the engine control quadrant, and is a three position rocker switch; LO, Hl and OFF. The LO auxiliary fuel pressure is selected by pushing the top of the switch. The HI auxiliary fuel pressure is selected by pushing the bottom of the switch, but this can be done only after unlatching the adjacent guard. When the H I auxiliary fuel pump is activated, an amber light near the annunciation panel is illurninated. This light dims whenever the pump pressnre reduces automatically and manifold pressure is below approxi- mately 2l inches. In case of a läiled engine drivän fuel pump, the auxiliary electric fuel pump should be set on H I. Adequate pressure and fuel flow will be supplied for up to approximately'7570 power. Manual leaning to the correct fuel flow will be required at altitudes above 15,000 feet and for engine speeds less than 2300 RPM. An absolute pressure switch automatically selects a lower fuel pressure when the throttle is reduced below 21" Hg manifold pressure and the HI auxiliary fuel pump is on. NOTE Excessive fuel pressure and very rich fuel/air mixtures will occur if the HI position is ener- gized when the engine fuel injection system is functioning normally. Low auxiliary fuel pressure is available and may be used during normal engine operation both on the ground and inflight for vapor suppression should it be necessary as evidenced by unstable engine operation or fluctuating fuel flow indications during idle or at high altitudes. A spring lpaded OFF primer button switch is located on the instrument panel and is used to select HI auxiliary fuel pump operation for priming, irrespective of other switch positions. The primer button may be used for both hot or cold engine starts. ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 8,1983 REPORT: VB-940 7-15 SECTION 7 DESCRIPTION/OPERATION PIPER AIRCRAFT CORPORATION PA.28RT.2OIT, TURBO ARROW IV On airplanes equipped with an optional engine primer system (identified by Pfacard below primer button shown in Figure 7-21'1,the primer switch location and actuation is the same as the basic airplane' However, this system does provide a separate primer system as an integral part of the engine fuel system. An electrically operated diverter valve is located in the metered fuel supply line between the air throttle valve and the manifold valve. Other components are two primer nozzles, located in the intake manifold on each side of the engine, the interconnecting fuel lines, and fine wire spark plugs. Actuation of the engine primer switch operates the auxiliary electric fuel pump on HI and energizes the diverter valve which supplies fuel to each primer nozzle. 'fhe dive.rter valve does not shut off all fuÄi flow to the manifold valve, therefore some quantity of fuel is also supplied to each cylinder nozzle during priming. Operation of the auxiliary fuel pump on HI and LO is unchanged. 7.15 ELECTRICAL SYSTEM All switches are grouped in a switch panel above the power quadrant. on the lower right side of the instrument panel is the circuit breaker panel, with each 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, ammetero 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 includes naYigation, ground recognition, 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. f he instrument panel lights are controlled by a rheostat switch on the right side of the panel. REPORT: VB'940 7-t6 ISSUED: NOVEMBER 30, 1978 REVISED: JULY 16, 1984 PIPER AIRCRAFT CORPORATION SBCTION 7 PA-28RT-201T, TURBO ARROW IV DESCRIPTION/OPERATION An optional light, mountcd in the ovcrhead panel' proviclcs instrumcnt and cockpit lighting for night flying. -l"he light is controllcd by a rhcostat switch lobated adiiccnt ro the light. A map light window in tlte lens is actuated by an ad.iaccnt switch. An optional wing tip/ recognition light systcm consists of 2 lights (one in carh wing tip) and is operated by a split landing light/recognition light roc:kcr typc switclr rnountcd on Ihe switclr pancl. WARNING When optional pirnel liglrts are installcd, rheostat switch must bc off to obtain gear lights full intensity during daytime flying. When aircraft is operatcd at night and panel light rheostat switch is turned on, gear lights and over boost light will automatically dinr. CÄUTION Do not use cigar lighter receptacles as powcr sourccs for any devices other than the cigar Iighters supplied witlr the airplane. Any other device plugged into these receptacles may be damaged. ISSIIIiD: Atl(;UST I, 1983 REVISI,ID: SI,IPTIIMßI|R 30, I 985 RI|POR't: v8-940 7-t 6n PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 7 DESCRIPTION/OPERATION EATTE AL'E RNAIOF s9 I tcx tl€LD ! AfP CONIFOL I I REqULA'OA ALr€itAT0n r I I I I I I Frll€F cAPACttOh 1E5t s€N5 PiE55 5EilS. . -Y l a lcc I! AIP T'iERNAL POgER iECEPTACLE I I solEtoto : _______J CAAIN LICHI tEc tANlcAl tNlEit@x o[ {oME 3TA RTER ct0ai LtofltEi {h AlT€ntATOS 30UiCE PilEi F€LAY EXENOIZTTO ctiqulT ALTERNATOR AND STARTER SCHEMATIC Figure 7-15 ISSUED: NOVEMBER 30, 1978 REVISED: FEBRUARY 9, l98l REPORT: VB-940 7-t7 SECTION 7 DESCRIPTION /OPERATION PIPER AIRCRAFT CORPORATION PA.28RT-2OIT, TURBO ARROW IV CIRCUIT BREAKER PANEL Figure 7-17 The anticollision and landing lights are controlled by rocker switches on the switch panel. WARNING Strobe lights should not be operating when flying through overcast and clouds since re- flected light can produce spacial disorientation. Do not operate strobe lights in close proximity to ground, such as during takeoffand landing. NOTE On airplanes with interlocked BAT and ALT switches, the ALT switch is mechanically inter- locked with the BAT switch. When ALT switch is turned ON, the BAT switch will also be turned ON. On airplanes with separate BAT and ALT switch operations, the switches may be positioned independently as desired. REPORT: VB-940 7-18 ISSUED: NOVEMBER 30, 1978 REVISED: JUNE 30, l98l PIPER AIRCRAFT CORPORATION PA.28RT-2OIT, TURBO ARROW IV SECTION 7 DESCRIPTION /OPERATION The primary electrical power source is a l4-volt, 65-amp alternator, which is protected by a voltage regulator and an overvoltage relay. The alternator provides full electrical power output even at low engine RPM. This provides improved radio and electrical equipment operation and increases battery life by reducing battery load. Secondary power is provided by a l2-volt, 25-ampere hour battery. The ammeter as installed does not show battery discharge; rather it shows the electrical load placed on the system. With all the electrical equip- ment off, and the master switch on, the ammeter will indicate the charging rate of the battery. As each electrical unit is switched on, the ammeter will indicate the total ampere draw of all the units including the battery. For example, the average continuous load for night flying with radios on is about 30 ampe res. The 30 ampere value plus 2 amperes for charging the battery will then show on the ammeter, indicating the alternator is functioning properly. Solenoids, provided in the battery and starter circuits, are used to control high current drain functions remotely from the cabin. 7.I7 VACUUM SYSTtrM The vacuum system is designed to operate the air driven gyro instru- ments. This includes the directional and attitude gyros when installed. The system consists of an engine vacuum pump, a vacuum regulator, a filter and the necessary plumbing. The vacuum pump is a dry type pump which eliminates the need for an air/oil separator and its plumbing. A shear drive protects the engine from damage. If the drive shears the gyros will become inoperative. The vacuum gauge, mounted on the right instrument panel to the right of the radios, (refer to Figure 7-21) provides valuable information to the pilot about the operation of the vacuum system. A decrease in pressure in a system that has remained constant over an extended period, may indicate a dirty filter, dirty screens, possibly a sticking vacuum regulator or leak in sys- tem (a low vacuum indicator light is provided in the annunciator panel). Zero pressure would indicate a sheared pump drive, defective pump, possi- bly a defective gauge or collapsed line. In the event of any gauge variation from the norm, the pilot should have a mechanic check the system to prevent possible damage to the system components or eventual failure of the system. REPORT: VB-940 7-t9 ISSUED: NOVEMBER 30, 1978 SECTION 7 DESCRIPTION/OPER ATION PIPER AIRCRAFT CORPORATION PA-28RT-2OIT, TURBO ARROW TV A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal vacuum reads 4.8 to 5.1 inches of mercury, a setting which provides sufficient vacuum to operate all the gyros at their rated RPM. Higher settings will damage the gyros and with a low setting the gyros will be unreliable. The regulator is located behind the instrument panel. 7.I9 PITOT.STATIC SYSTEM The system supplies both pitot and static pressure for the airspeed indi- cator, altimeter and vertical speed indicator (when installed). Pitot and static pressure is picked up by the pitot head on the bottom of the left wing. An optional heated pitot head, which alleviates problems with icing or heavy rain, is available. The switch for pitot heat is located on the switch panel. Push-button type pitot and static drains are located on the lower left sidewall of the cockpit. An alternate static source is available as optional equipment. The control valve is located below the left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed indicator and airspeed indicator will be using cabin air for static pressure. The storm window and cabin vents must be closed and the cabin heater and defroster must be on during alternate static source operation. The altimeter error is less than 50 feet unless otherwise placarded. To prevent bugs and water from entering the pitot pressure holes when the airplane is parked, a cover should be placed over the pitot head. A partially or completely blocked pitot head will give erratic or zero readings on the instruments. NOTE During preflight, check to make sure the pitot cover is removed. REPORT: VB-940 7-20 ISSUED: NOVEMBER 30, 1978 PIPI'R AIRCRAII'I CORPOIT A'I'ION PA.28RT-2OI'I', TI.JRBO ARROW IV SEC'I'ION 7 DI'SCR IPTION /OP ER ATION \ 3äo> E FU o [06 3 ?ää EFeFüä nö"aIE "-aZEWn sdfsä:i ;EEP3T8 <><6-X<L -6ici$(i@r i-\ \-- \ \ \ @ PITOT-STAI'IC SYS'TBM I;igurc 7- l9 R IiI'Oll'I': V8-940 7-21 ISSU[D: N0VtiMBER 30, I978 SE,CTION 7 DESCRIPTION/ OPERATION PIPER AIRCRAFT CORPORAIION PA-2tRT-201r, TURBO ARROW IV gsgllgEäaEE;rä,gEl s B;i rtss:idEssi$$$39 @ @II ol @r- @i' @, r, @ @ @ @ 6 äilEggEiää*iills p:: p:aasSisB!'.-*. g EÜg * Ef *rä " EI=ä sF äEqgI"FgHä"EgäF gEEärElEäg:E=FgF ;.iqtduto'FddSi- Sgj INSTRUMENT PANEL Figure 7-21 ISSUED: NOVEMBER 30, 1978 REVTSED: AUGUST 15' 19t6 REPORT: VB-9'10 7-22 W I ,iil rQ ,i9 l,cs -^l illUII @ ll lr t' .ß ,I 0 '0 @ o ü PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 7 DESCRIPTION/ OPERATION 7.21 INSTRUMENT PANEL The instrument panel is designed to accommodate the customary advanced flight instruments and the normally required power plant instru- ments. The artificial horizon and directional gyro are vacuum operated and are located in the center of the left hand instrument panel. The vacuum gauge is located on the right hand instrument panel. The turn indicator, on the left side, is electrically operated. The radios are located in the center section ofthe panel, and the circuit breakers are in the lower right corner of the panel, An optional radio master switch is located near the top of the instrument panel between the radio stacks. It conlrols the power to all radios through the aircraft master switch. An emergency buq switch is also provided to provide auxiliary power to the avionics bus in event of a radio master switch circuit failure, The emergency bus switch is located behind the lower right shin guard left of the circuit breaker panel. An annunciator panel is mounted in the upper instrument panel to warn the pilot of a possible malfunction in the alternator, oil pressure, and vacuum systems. The overboost light is located beside the annunciator panel. A ground clearance energy saver system is available to provide direct power to Comm #l without turning on the master switch. An internally lit pushbutton switch, located on the instrument panel, provides annunciation for engagement of the system, When the button is engaged direct aircraft battery power is applied to Comm # I audio amplifier (speaker) and radio accessories. The switch must be turned OFF or depletion of the battery could result. The manifold pressure line has a drain valve located behind and below the manifold pressure gauge. This allows any moisture which may have collected from condensation to be pulled into the engine. This is accom- plished by depressing the valve for 5 seconds while operating the engine at 1000 RPM. NOTE Do not depress the valve when manifold pres- sure exceeds 25 inches Hg. ISSUED: NOVEMBER 30, 1978 REVISED: JULY 15, 1982 REPORT: VB-940 7-23 SECTION 7 DBSCRIPTION/OPERATION PIPER AIRCRAFT CORPORATION PA-28RT.2OIT, TURBO ARROW IV I i \ o .' l_ J o it {rutP CABIN DOOR LATCH Figure 7-23 7.23 CABIN FEATURES All seat backs have three position: normal, intermediate and recline. The adjustment lever is located at the base ofthe 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 accomplished by depressing the plunger behind each rear leg. Optional headrests are available. Shoulder harnesses with inertia reels are provided for each front seat occupant. On aircraft serial numbers 28R-7931001 through 28R-8431032, shoulder harnesses with inertia reels were provided as optional equipment for the occupants of the rear seats. On aircraft serial numbers 28R-853 l00l and up, shoulder harnesses with inertia reels are provided as standard equipment for the occupants of the rear seats. A check of the inertia reel mechanism can be made by pulling sharply on the strap and checking that the reel will lock in place under sudden stress. This locking feature REPORT: VB-940 7-24 ISSUED: NOVEMBER 30, 1978 REVISED: JULY 16,1984 PIPER AIRCRAFT CORPORATION SECTION 7 PA-28RT-201T, TURBO ARROW MESCRIPTION/OPERATION prevents the strap from extending and holds the occupant in place. Under normal movement, the strap will extend and retract as required. On earlier aircraft provided with a single strap adjustable shoulder harness located above the side window for each front seat, the shoulder strap is routed over the shoulder adjacent to the window and attached to the lap belt in the general area of the occupant's hip. Adjust this fixed strap so that all controls are accessible while maintaining adequate restraint for the occupant. Shoulder harnesses should be 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 panels below the instrument panel, miscellaneous pockets on the rear of the front seat backs, armrests for the front occupants, cabin or baggage door locks and ignition lock. The cabin door is double latched. To close the cabin door, hold the door closed with ihe arm set while inoving the side door latch to the "LATCHED" position. Then engage the top latch. Both latches must be secured before flight. 7.25 BAGGAGE AREA A large baggage area, located behind the rear seats, is accessible either from the cabin or through a large outside baggage door on the right side of the aircraft. Maximum capacity is 200 lbs. 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.G. falls within the allowable C.G. Range. (See Weight and Balance Section.) ISSUED: NOVEMBER 30, 1978 REVISED: JULY 16, 1984 REPORT: VB-940 7-25 SECTION 7 DESCRIPTTON /OPERATTON PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV oEq o(9 J< o-J =a of <B LI oo Eu 3o ä-a P6 \ F a l I xU cu(, 4r E+a <6rotr @@!: UGq E]U rFI r\ l\ \__ ) +@ö _J t tt'\- \ I I \ 3oEdt6 2 a Y ^J ö ö F 9ä 6E EEä äg ä*'B -EEsä,- ! Eä s+$5F:ä5äiäFägä,s: gg*g;eääPEEFäätspä FxsgFecHE333HE33EH -.i qt { d ct F qt ot ö -.i Fi * st ci F qt vI -_/ ( HEATING, VENTILATING AND DEFROSTING SYSTEM Figure 7-25 REPORT: VB-940 7-26 ISSUED: NOVEMBER 30, 1978 REVISED: SEPTEMBER 14, 1979 PIPER AIRCRAFT CORPORATION PA.28RT.2O1T, TURBO ARROW IV SECTION 7 DESCRIPTION/ OPERATION 7.27 IilEATING, VENTILATING 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, heat ducts, defroster outlets, heat and defroster controls. CAUTION When cabin heat is operated, heat duct surface becomes hot, This could result in burns if arms or legs are placed too close to heat duct outlets or surface. An opening in the front of the lower cowl admits ram 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-offls are opened the heated air then enters the heat ducts located along each side of the center console. Outlets in the heat duct are located at each seat location. Airflow to the rear seats can 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. An optional overhead ventilating system with outlets over each seat is also available. An additional option to aid in fresh air circulation on models without air conditioning is a cabin air blower to force air through the over- head vent system. This blower is operated by a fan switch with three posi- tions -'OFF,- *LOW,- and "HIGH." The switch is located on the rightside of the instrument panel with the heater and defroster controls. ISSUED: NOVEMBER 30, 1978 REVISED: SEPTEMBER 14, 1979 REPORT: VB-940 7-27 SECTION 7 DESCRIPTION/OPER ATION PIPER AIRCRAFT CORPORATION PA.28RT-2OIT, TURBO ARROW IV 7.29 STALL WARNING An approaching stall is indicated by a stall warning horn which is activated between five and ten knots above stall speed. Mild airframe buffeting and gentle pitching may also precede the stall. Stall speeds are shown on graphs in the Performance Section. The stallwarning horn emits a continuous sound. The landing gear warning horn is different in that it emits a 90 cycle per minute beeping sound. The stall warning horn is activated by a lift detector installed on the leading edge of the left wing. During preflight, the stall warning system should be checked by turning the master switch "ON," lifting the detector and checking to determine if the horn is actuated. 7.31 FINISH All exterior surfaces are primed with etching primer and finished with acrylic lacquer. An optional polyurethane finish is available. 7.33 AIR CONDITIONING* The air conditioning system is a recirculating air system. The major components include an evaporator, a condenser, a compressor, a blower, switches and temperature controls. The evaporator is located behind the rear baggage compartment. This cools the air used for the air conditioning system. The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear of the baggage compartment area. The scoop extends when the air conditioner is ON and retracts to a flush position when the system is OFF. The compressor is mounted on the rear left side of the engine. lt has an electric clutch which automatically engages or disengages the compressor to the belt drive system of the compressor. *Optional equipment REPORT: VB-940 7-28 ISSUBD: NOVBMBER 30, 1978 REVISED: JULY 16,1984 PIPER. AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 7 DESCRIPTION/OPERATION Air from the baggage area is drawn through the evaporator by the blower and distributed through an overhead duct to individual outlets located adjacent to each occupant. The switches and temperature control are located on the lower right side of the instrument panel in the climate control center panel. The temperature control regulates the temperature of the cabin. Turning the control clock- wise increases cooling; counterclockwise decreases cooling. The fan speed switch and the air conditioning ON-OFF switch are inboard of the temperature control. The fan can be operated independently of the air conditioning; however, the fan must be on for air conditioner operation. Turning either switch off will disengage the compressor clutch and retract the condenser door. Cooling air should be felt within one minute after the air conditioner is turned on. NOTE lf the system is not operating in 5 minutes, turn the system OFF until the fault is corrected. The fan switch allows operation of the fan with the air conditioner turned OFF to aid in cabin air circulation. "LOW" or "HIGH" can be selected to direct a flow of air through the air conditioner outlets in the overhead duct, These outlets can be adjusted or turned off individually. The condenser door light is located to the right of the engine instrument cluster in front of the pilot. The door light illuminates when the door is open and is off when the door is closed. A circuit breaker on the circuit breaker panel protects the air condi- tioning electrical system. Whenever 38 inches Hg or more manifold pressure is used a manifold pressure switch disengages the compressor and retracts the scoop. This allows maximum power and maximum rate of climb. The fan continues to operate and the air will remain cool for about one minute. When the throttle is retarded so that less then 38 inches Hg manifold pressure is used, the clutch will engage, the scoop will extend, and the system will again supply cool, dry alr. ISSUED: NOVEMBER 30' 1978 REVISED: JULY 15, 1982 REPORT: VB-940 7-29 SECTION 7 DESCRIPTION/ OPER ATION PIPER AIRCRAFT CORPORATION PA-2ERT-201T, TURBO ARROW IV 7.35 PIPER EXTERNAL POWER* An optional starting installation known as Piper External Power (PEP) is accessible through a receptacle located on the right side of the fuselage aft of the wing. An external battery can be connected to the socket, thus allowing the operator to crank the engine without having to gain access to the airplane's battery. 7.37 EMERGENCY LOCATOR TRANSMITTBR* The Emergency Locator Transmitter (ELT) meets the requirements of FAR 91.52. It operates on self-contained batteries and is located in the aft fuselage section. It is accessible through a rectangular cover on the right hand side. A number 2 Phillips screwdriver is required to remove the cover. A battery replacement date is marked on the transmitter. To comply with FAA regulations, the battery must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an emergency situation or if the accumulated test time exceeds one hour, or if the unit has been inadvertently activated for an undetermined time period. NOTE If for any reason a test transmission is necessary, the test transmission should be conducted only in the first five minutes of any hour and limited to three audio sweeps. If tests must be made at any other time, the tests should be coordinated with the nearest FAA tower or flight service station. NARCO ELT IO OPERATION On the ELT unit itself is a three position switch placarded "ON," "OFF- and "ARM." The ARM position sets the ELT so that it will transmit after impact and will continue to transmit until its battery is drained. The ARM position is selected when the ELT is installed in the airplane and it should remain in that position. *Optional equipment REPORT: VB-940 7-30 ISSUED: NOVEMBER 30, 1978 REVISED: APRIL 13,1979 PIPER AIRCRAFT CORPORATION PA.28RT.2OIT, TURBO ARROW IV SECTION 7 DESCRIPTTON/ OPERATTON To use the ELT as a portable unit in an emergency, remove the cover and unliltch the unit from its mounting base. The antenna cable is disconnected by a left quarter-turn of the knurled nut and a pull. A sharp tug on the two small wires will break them loose. Deploy the self-contained antenna by pulling the plastic tab marked "PULL FULLY TO EXTEND ANTENNA." Move the switch to ON to activate the transmitter. In the event the transmitter is activated by an impact, it can only be turned off by moving the switch on the ELT unit to OFF. Normal operation can then be restored by pressing the small clear plastic reset button located on the top of the front face of the ELT and then moving the switch to ARM. A pilot's remote switch located on the left side panel is provided to allow the transmitter to be turned on from inside the cabin. The pilot's remote switch is placarded "ON" and "ARMED." The switch is normally in the ARMED position. Moving the switch to ON will activate the transmitter. Moving the switch back to the ARMED position will turn off the transmitter only if the impact switch has not been activated. r The ELT should be checked to make certain the unit hal not been acti- vated during the ground check. Check by selecting l}r.5:0 MHz on an operating receiver. If there is an oscillating chirping sound, the ELT may have been activated and should be turned off immediately. This requires removal of the access cover and moving the switch to OFF, then press the reset button and return the switch to ARM. Recheck with the receiver to ascertain the transmitter is silent. CCC CIR II-2 OPERATION On the unit itself is a three position selector switch placarded "OFF," 'ARM' and "ON." The ARM position is provided to set the unit to the auto- matic position so that it will transmit only after impact and will continue to transmit until the battery is drained to depletion or until the switch is manually moved to the OFF position. The ARM position is selected when the transmitter is installed at the factory and the switch should remain in that position whenever the unit is installed in the airplane. The ON position is provided so the unit can be used as a portable transmitter or in the event the automatic feature was not triggered by impact or to periodically test the function of the transmitter. Select the OFF position when changing the battery, when rearming the unit if it has been activated for any reason, or to discontinue transmission. ISSUED: NOVEMBER 30, 1978 REVISED: APRIL 13,1979 REPORT: VB-940 7-31 SECTION 7 DESCRIPTION/ OPERATION PIPER AIRCRAFT CORPORATION PA-28RT.2OIT, TURBO ARROW IV NOTE If the switch has been placed in the ON position for any reason, the OFF position has to be selected before selecting ARM. If ARM is selected directly from the ON position, the unit will continue to transmit in the ARM position. A pilot's remote switch, located on the left side panel, is provided to allow the transmitter to be controlled from inside the cabin. The pilot's remote switch is placarded "ON,- *AUTO/ARM" and "OFF/RESET." The switch is normally left in the AUTO/ARM position. To turn the trans- mitter off, move the switch momentarily to the OFF/ RESET position. The aircraft master switch must be ON to turn the transmitter OFF. To actuate the transmitter for tests or other reasons, move the switch upward to the ON position and leave it in that position as long as transmission is desired. The unit is equipped with a portable antenna to allow the locator to be removed from the aircraft in case of an emergency and used as a portable signal transmitter. The locator should be checked during the ground check to make certain the unit has not been accidentally activated. Check by tuning a radio receiver to 121.50 MHz. If there is an oscillating sound, the locator may have been activated and should be turned off immediately. Reset to the ARM position and check again to insure against outside interference. REPORT: VB-940 7-32 ISSUED: APRIL 13,1979