THE PILOT'S OPERATING MANUAL

Fuel Injection . • . . . . . . . . . . . . . . . . ..... . Fuselage and Wing Structure . . . . . . . . . . . . Landing Gear . . . . . . . . . . . . . . . . . . . . Hydraulic System . . . . . . Control System and Surfaces . Fuel System . . . . . . . . . . Electrical System . . . . . . . . Instrument Panel . . . . . . . . Heating and Ventilating System Finish .. ·...•... Baggage Compartments . . . . . . . . . . . Seats • . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Features . • . . . . . . • . . . .... . Radio Equipment . • . . . . . . . . . . ~- . . . . ... . 1 1 3 3 4 4 6 7 8 10 I I 12 12 12 12 13 AZTEC "E" . DESCRIPTION AIRPLANE AND SYSTEMS ENGINE AND ACCESSORIES (Normally Aspirated) The Lycoming I0-540-C4B5 engines in the Aztec are rated at 250 HP at 2575 RPM. These engines have a compression ratio of 8.5: I and use 91/96 minimum octane aviation fuel. Both engines on the Aztec are equipped with a geared starter, alternator, vacuum pump, fuel injector, two magnetos, shielded ignition system, diaphragm fuel pump, propeller governor and an oil thermostat. The left engine is equipped with a hydraulic, pump. Engme mounts are ot steel tubmg construction and incorporate vibration absorbing Lord mounts. Engine cowls are cantilever structures, attached at the firewall. Side panels are quickly removable by means of quick release fasteners. The nose section is split for quick removal. The exhaust system is a crossover type with exhaust gases directed outboard at the bottom of the nacelles in the area of the cowl flaps. Tne cowl flaps, located on the bottom of the engine nacelles provide additional cooling for ground operation or high temperature conditions. They are manually operated by push-pull controls located in the cabin, on the fuel control panel located between the front seats. •An efficient aluminum oil cooler is mounted on a rear baffle of each engine. Engine oil drainage is accclmplished with quick oil drain valves located on the inboard rear corner of the engine cranKcases._ The "Compact" propellers on the Aztec are Hartzell constant speed, full-feathering units which represent new concepts in .basic design. They combine low weight with simplicity in design and are controlled entirely by use of the propeller control levers located in the center of the control quadrant. Feathering of the propellers is accomplished by moving the controls fully aft through the low RPM detent into the feathering position. Feathering takes approximately three to ten seconds. A propeller is unfeathered by moving the prop control ahead and engaging the starter. Loss of engine oil pressure will also result in prooeller feathering. ., ENGINE AND ACCESSORIES (Turbocharged) The Lycoming TI0-540-ClA engines in the 'Furbo-Aztec are rated at 250 HP at 2575 RPM. These engines have a compression ratio of 7.2:1 and use 100/130 minimum octane aviation fuel. The special Inconel exhaust valves and hig.i1 temperature - high altitude shielded ignition harness allow continued operation at high manifold pressure without decreasing overhaul time or engine life. Internal piston cooling is accomplished by injecting oil into the piston interior. Each of the engines on the Aztec is equipped with TEO 65 9 turbochargers. The turbocharger is designed to increase the power output and efficiency of the engine by supplying compressed air to the engine intake manifold. This allows the engines to operate at peak power at a much highe: altitude than normally aspirated engines. The power to drive the turbocharger is extracted from energy in the exhaust gas. The exhaust gases are ducted through the turbine and then directed overboard at the bottom of the nacelles in the area of the cowl flaps. The cowl flaps, located on the bottom of the engine nacelles, provide cooling for ground operation or high temperature at low airspeed-high power conditions. They are manually operated by push-pull controls located in the cabin on the fuel control panel between the front seats. For multi-engine operation maximum cowl flap position is half open. Single engine operation requires fully open flap on operative engine. AIRPLANE AND SYSTEMS ISSUED: September 1, 1970 PAGE 1 •a ~N fil~ ~·.Z;; n1t"" ~~ ~iz3 t:1 ~Ul "-<- Ul ~~ClUl >-l fi0' 0 (/) ""~ s(/) g. "'8 '"....r;· EXHAUST MANIPOLD ~"'! ~ fXUAlJST GAS IIIDJI AIR INTAKE & COMPRESSOR. DISCHARGE PRESSURE - INlET MANIFOlD PRESSURE I I OIL OUTLET AT EXIIAUSf BYPASS VALVE ASSEMBLY E~f:J ENGINE OIL PRESSURE INLEl <!> •lfiiUNUAI UIIIIIU tONnQ~ <!> COioOHIIIOI llll(ti,UGI All Dl(a Ullll.lll I tiMOIUIUll ~m C1 .ni . AZTEC "E" FUEL INJECTION Tne Bendix RSA-5 fuel injection system is based on the principle of measuring engine air consumption by use of a venturi tube and using airflow to control fuel flow to the engines. Fuel distribution to the cylinders is accomplished by a fuel flow divider. Fuel pressure regulation by means of the servo valve causes a minimal drop in fuel pressure throughout the metering system. Metering pressure is maintained above vapor forming conditions while fuel inlet pressure is low enough to allow the use of a diaphragm pump. Vapor lock and associated problems of difficult starting are thus eliminated. Incorporated in the servo regulator is the airflow sensing system which contains a throttle valve and venturi. Tne differential pressure between the entrance and the throat of the venturi is the measurement of air entering the engine. These pressures are applied across an air diaphragm in the regulator. A change in power changes the airflow to the engine and across the diaphra!ml in the regulator. Mounted on top of the engine is the ported fuel flow divider with six nozzle lines routed to the cylinders. The divider contains a spring loaded positive shut-off valve. Within each cylinder are continuous flow air bleed nozzles with provisions to eliminate the adverse effects of low manifold pressure when idling. Since fuel metering is provided by the servo regulator rather than the nozzles, more uniform cylinder head temperatures result and a longer engine life is possible. An automatic alternate induction air system is provided for each engine. Should the induction air filters become obstructed by ice or other causes, the induction air doors will open automatically to pro•ide -air to the engine. On the control pedestal are two manual alternate air controls which may be used by the pilot to select alternate air if the automatic feature should fail. These should be placed in the FULL ''ON" position prior to entering known or expected icing conditions. In the event of a turbocharger compressor failure the engine will automatically revert to normal outside air thiough the alternate air door. FUSELAGE At'<D WING STRUCTURE The Aztec fuselage is a composition of four basic units; the sheet metal tail cone, cabin sec:ion, nose section, and the steel tubular structure which extends from the tail cone to the nose wheel. Tne steel tube unit is intended to withstand the high loads imposed on the center section region of the a.irpiane, and provides an extra safety factor in this area. Finish on the tubular unit, as on a.ll steel tube structures is zinc chromate primer with symhetic enamel. All windows are double pane except the second window on the left side which is the emergency exir window. A storm window located in the forward lower section of the pilot's side window opens downward and in when unlatched. The wing structure is lightweight but rugged, and consists of a massive stepped down mai11 spar, a front and rear spar, lateral stringers, longitudinal ribs, stressed skin sheets, and a detachable wing tip section. The rectangular plan form of the wing simplifies the construction while providing excellent stability and performance characteristics. Tne wings are attached to the fuselage steel tubular structure with littings at the sides and in the center of this structure, and the main spars are bolted to each other with high strength butt fittL'1gs in the center of the fuselage, giving the effect of a continuous main spar. This arrangement combL'1es hi~'1 strength and lightweight structure. AIRPLANE AND SYSTEMS ISSUED: September 1, 1970 REVISED: March 21,1977 PAGE3 AZTEC "E~ LANDING GEAR All three landing gear units on the Aztec incorporate the same soft acting air-oil struts, and contain many directly interchangeable parts. . Main wheels arc 600 x 6 Cleveland Aircraft Products units with disc type brakes with metallic lining and 700 x 6 tires with an eight ply rating. The nose wheel is a Cleveland 600 x 6 model fitted with a 6()0 x 6 tire with a four ply rating. • All tires have tubes. Main gear brakes are actuated by toe bral::e pedals on the left set of rudder pedals. Hydraulic brake cylinders located in front of the left rudder pedals arc readily accessible in the cockpit for servicing. Toe brakes for the right side are available as optional equipment. A brake fluid reservoir, which is connected to the brake cylinders with flexible lines, provides a reserve of fluid forthe brake system, and is mounted on the fuselage structure inside the left nose access panel. Parking brake valves, operated by a handle located on the lower left side of the instrument panel, are installed ahead of the forward cabin bulkhead, and are also serviced through the left nose access panel. To set the parking brake, first depress and hold the toe brake pedals and then pull out the parking brake handle. To release the parking brake, first depress and hold the toe brake pedals, and then push in on the parking brake handle. WARNING No braking will occur if aircraft brakes arc applied while parking brake handle is pulled and held. The nose wheel is stccrable through a 30 degree arc, through usc of the rudder pedals. As the nose gear retractS, the steering linkage becomes disconnected from the gear so that the rudder pedal action with the gear retracted is not impeded by nose gear operation. The position of the landing gear is indicated by four light bulbs located on the pedestal. When the three green lights are on, all three legs of the gear arc down and locl::ed; when the amber light is on, the gear is entirely up and enclosed by the gear doors. When no lig.llt is on, the gear is in an intertnediate position. On early models, the gear indication lights dim automatically when the post light control is turned on. Gear indication lights on airplanes with serial numbers 27-7554001 and up incorpo(ate individual mechanical dimming features. · A red light in the landing gear control knob flashes when the gear is up and either one of the throttles is pulled back. When both throttles are closed (ser. nos. 27-4426, 27-4574 thru 27-7405476) beyond approximately 12 inches of manifold pressure with the gear up, the landing gear warning horn sounds. With the gear up, the landing gear warning horn will sound when either throttle is pulled back (beyond 12 inches of manifuld pressure) on airplanes with serial numbers 27-554001 and up. · To guard against inadvertent retraction of the landing gear on the ground, a mechanical latch, which must be operated before the landing gear control can be moved upward, is positioned just above the control lever. The control knob is in the shape of a wheel to differentiate it from the flap control knob, which has an air-foil shape. There is also an anti-retraction valve located on the left main gear which prevents a build-up of hydraulic pressure in the retraction system while the weight of the airplane is resting on its wheels. A tow bar is provided with each airplane. When not in use, it is stowed in the forward baggage compartment. When towing with power equipment, caution should be used not to turn the nose gear beyond its 30 degree arc as this may cause damage to the nose gear and steering mechanism. HYDRAULIC SYSTEM The hydraulic system is used forthe extension and retraction of both the landing gear and the flaps. The position of the flaps or the landing gearis controlled by the levers protruding through the face of the control pedestal. The hydraulic control unit which is also a hydraulic fluid reservoir is housed within the control pedestal. Pressure for the system is supplied by the engine driven hydraulic pump mounted on the left engine. Movement of the gear or flaps occurs when hydraulic pressure is routed into actuating cylinders directly connected to the gear or flaps. Landing gear doors are also operated by the hydraulic system. -on turbocharged Anec ·E- only with seri.a.i no. 27-4i8t and subsequent. ::o:s.e tire:,. 6.00 x 6, six ply ratinc and should be infl.ued. to J2 psi. PAGE4 AIRPLANE AND SYSTEMS ISSUED: September 1, 1970 REVISED: January 4, 1988 ... ---- . ·--- g ~ - ~ ~ ~ ~ - ~ g ~ = g ~ g ::. ,.,_. ;• I " ' --' !..---..! AIRPLANE AND SYSTEMS REVISED: May I, 1971 - r- --------.... g' ' :; ' =: 1 ! ::• _, g' :::•' ---: :_: ::: :::.~-::. =- ----~ Hydraulic System Schematic !1 ,, "" ;--------: ::;::~~ =:"- I I r••- "; ;~ :i::~ :.... . .:~ ::· .·---·- .... ~ r ·x- \ ,, :-eI I I. ••• J ",,,,,, ' ~,. ,,,, ,,,, "",, " ",,,,,,,,,, "' ,,,, '. iI iI AZTEC "E" PAGE 5 AZTEC "E" -- '•. Anti-Retraction Valve ~ '1·-r:-1 The gear control knob is wheel-shaped. and the flap control knob is airfoil-shaped. When a selector lewr is in the off or neutral position, hydraulic fluid flows through selector pons and circulates freely between the engine driven pump and the control unit. For extension or retraction of gear or flaps. the respective control lever is moved from the center position into the desired direction. When a control lever is placed in an up or down position. the selector pons hydraulic iluid into the proper actuating cylinder. Once a select~J component reaches full extension or retraction, hydraulic pressure within the control unit forces the control lever back into a neutral or off position. allowing hydraulic fluid to resume free circulation between the pump and the control unit. Flap travel can be stopped at any intermediate position if the control knob is ma:1ua!ly returned to the neutral position. Although both gear and flap levers may be moved at the same time. the flap> will not extend until the gear system completes its operation; l1.9wever, the flaps wiil .. blow" up during the retraction cycle with the priority valve supplying the gear system. When the gear or flaps have reached their selected position, the actuating cylinders and their associatd lines are isolated from the hydraulic fluid supply. This feature. along with a system of check' ahes. in;uce; the retention of sufficient fluid under pressure in the actuating cylinder to operate the landing gear in the event of a leak in the hydraulic system. The emergency hydraulic hand pump, which is an integral part of the control unit, is used to ubt~in hydraulic pressure should the engine driven pump malfunction. The hand pump must also be U>ed to ?rO\ ide hydraulic pressure when the left engine is inoperative. To operate the hand pump, the handle should be pulled aft to its full extension and the gear or flap selector positioned as desired. Approximately fiity stroi<e, ere re4uired to raise or lower the landing gear. At altitudes abo,·e 10,000 feet, the hand pump becomes increc,in :;;, inefficient. An additional back-up system exists independent of the need for hydraulic fluid. The system i, pow ercd by a C02 cylinder, and emergency extension of the, landing gear may be accomplished by this C02 sy,tecc. The control for the C02 system is located beneath a small co,·er plate under the pilot"s seat. When the contc<>i is pulled, the gear selector must be in the down position. Pulling the emergency gear extender r\ng rcka,.:, C02 from a cylinder under the floor panel. The gas flows into the gear actuating cylinders~·-extending the landing gear. :--:ote that this system may be used for gear extension only; it must never be used for ge"r re· traction or operation of the flaps. The landing gear position lights and the flap indicator, along with visual observation. should be u,ed as primary indications of the positions of gear and ilaps. The mirror on the right side of the left nacelle >hows tc.e position of the nose g~ar. Secondary indication that gear and flaps have reached their selected position !s th' return of the control k\·er to the off or neutral position. PAGE6 AIRPLANE AND SYSTHIS ISSUED: September I, 1970 REVISED: :\larch 20, 19i9 AZTEC "E" The left main gear includes a by-pass valve which prevents the retraction of the landing gear while the airplane is on the ground. The weight of the airplane causes the valve to remain open while the strut is com- pressed, and all fluid by-passes directly from the pressure side of the system to the return side. preventing any build-up of hydraulic pressure in the retraction system. Note that this sytem is designed to prevent in- advertent retraction during aircraft start-up. The by-pass valve cannot be relied upon as the sole mean' ol preventing retraction during high engine power on the ground or during taxi and takeoff operations. He >urc the gear handle is down before moving the aircraft. COr-.'TROL SYSTEM AND SURF ACES Dual flight controls are provided in the Aztec as standard equipment. All controls are light, yet solid and effective in flight at all speeds down through the stalling speed. The nose wheel is steerable on the ground through the rudder pedals. All control surfaces are cable controlled and are conventional sheet metal structures fitted with aluminum hinges and needle bearings. The flaps are actuated by a hydraulic cylinder located in the right side of the cabin wall. Access to this cylinder is obtained by the removal of the upholstered interior panel directly aft of the entrance door, under the side windows. The ailerons and rudder are connected by cables with the control wheel and rudder pedals. Tile rudder has a servo tab which also acts as a directional trim tab, actuated by a knob in the center of the forward cabin ceiling. The horizontal tail is a stabilator, with an anti-servo tab which also acts as longitudinal trim tab, actuated by a larger crank concentric with the rudder tab knob in the center of the forward cabin ceiling. The stabilator provides extra stability and controllability with less size, drag and weight than with conventional horizontal tail surfaces. ' FUEL SYSTEM Four thirty-six gallon flexible fuel cells located outboard of the engines provide fuel storage in the Aztec. The cells should be kept full of fuel during storage of the airplane to prevent accumulation of moisture, and to prevent deterioration of the cells. For storage of more than ten days without fuel, the cells should be coated with light engine oil to keep from drying out. The fuel system in the Aztec is simple, but completely effective. Fuel can be pumped from any tank to either engine, through use of the engine-driven and electric fuel pumps. For normal operation, fuel is pumped by the engine-driven pumps from the tanks directly to the adjacent fuel injector. The fuel valves can be left on at all times and the crossfeed left in the off po>ition. Electric auxiliary fuel pumps, located in the engine nacelles, are installed in by-pass fuel lines between the tanks and the engine-driven pumps. The electric pumps can be. used to provide pressure in the event of failure of the engine-driven pumps. They are normally turned on to check their operation before starting the engines, turned off after starting, to check engine-driven pumps and left on during take-off and landing, to preclude the possibility of fuel pressure loss due to pump failure at critical times. It one ot tne engine-driven pumps fails, the electric pump to that engine can be turned on to supply the fuel. AIRPLANE AND SYSTEMS REVISED: March 20, 1979 PAGE 7 • AZTEC "E" ~ t1m "'""' l1111 lS ;.u. ~ ,- "" I·-- :d Y[ll\ liCIT fUOUI ! I LHT JXIDUD r un IIUTIO.Utt ' \ Ull u ''L Til FlU m_• CliiCE T1Jil 31 ut. ~ l Lwu; n ut ~ oo Slltt!OI mn ::Ji ~ _,.. ~UilS[l[tlOI liLY! J ____ ___; •:1-cl,<l • /(l,~\ \ QS;l~-- --:l4t-'. •I l I \ Jt.,.;J =::-:::-:=::rr- :r J1 ! u'1 ~· LY~ \:,J --mW[-) '·"- -~ ' 1• '1 l l -1 ( .=::'i] D STtliMtt ~!II[ 01111 :J ~~-;;~(i:l:"(~~>-.. -~ll( DUll ,1 11 tiOSSfttll , • ' ....._ · Cllttl V1lV£ ~ '----' " I ~"""' I ll'......,.w.u "·"' "nrll~ L)~l - '"""~-~ -,~ :l!: ~-~ I!Urtt run .r ~ ~ -.... -......::, -,! • ~ ~~~~ 01-DH UlYE : 1 ,, .' ld CII:ISSHED .. ......_...,, ·1 1 , • ~ ELEC:TUC r;n PUIIIP .·,,_ ,1• -,1.1[ 1,,1:1;1 !Str. Itt. 214-IZl !! •DUll YllY[ I rw:.,..:..;-ElECTR!C fUEl ?UIIIP __[ : 21-<Sll ""ll·lll"l~I-A- j ii \\ 1:, • I _) I -~! .t;JV .I 1 1\ I\ L---r:..:r-1 ' - : 1 11' H .! ',.· -~_;'[II&III£DRI'I'DIF!1Et PUMP [IICJIE llltm riEl ,.., . I, I - fUU 1Xl£CTDI . , :I !! :_.:run m;uu.to• _j j..•l; I .. \ IUTEl ' f ' ! " Fuel System Schematic A pressure crossfeed system is incorporated for extended range during single-engine operation. 1 o utilize' the fuel on the inoperative en~ine side. tum the crossfeed on, the main tuel valve ot the moperauve em:ine on. the electric fuel pump of the inoperative engine on, then the main fuel valve ol the operanng engine off. Fuel can thus be used from one tank or the other, by shutting off one main valve and turning on the crossfeed, to balance fuel loads or to extend range. For all normal operation, it is recommended that fuel be pumped directly from the tanks to their respective engines, with the crossfeed off. The fuel valve controls and crossfeed control are located in the fuel control panel between the front Scots. Two electric fuel gauges in the engine gauge cluster on the instrument panel indicate the fuel quantity in each tank. The electric fuel gauges indicate the fuel quantity in the tank selected by the fuel selector handle, located in the fuel control box. The electric fuel pump switches are on the lower left side sub-paneL A crossfeed line drain valve· control is mounted on the front face of the fuel control pane! box. Tr,is valve should be ooened occasionall . with the crossfeed on, the left electric fuel pump on, and then the right electric fuel pump on to allow any water that might accumulate at that point to be arained our. n airplane ser:ial numbers 27-4426, 27-45 74 through 27-7405431, a heater tuel control IS also placed on the fuel control panel so that fuel to the heater can be turned off if necessary. The fuel strainers and fuel line drain valves are located in the inboard sides of the main wheel wells. They are fitted with quick drains and should be drained regularly through their small access ports. In order to check the fuel system for possible moisture content, each fuel cell quick drain valve should be oper.ed and drained and the quick drain valve on the fuel strainer should be opened and drained. This procedure should be accomplished at the t@"ee quick drain valves located in each main wheel well. Fuel screens are provided at the tank outlets, in the rhjectors and in the fuel filter bowls. Idle cut-<:>ffs are incorporated in the injectors and should always be used to stop the engines. This is accomplished by pulling the mixture control levers to the rearmost position. PAGES AIRPLANE AND SYSTB1S REVISED: !\larch 20, 19i9 ...... > ~:;:; c..., rr1t:"' 0;.. "Z t:'rn ~ > "z ~Cl ., ~ ,_til .0>-! :o[E._,til ...... "' >Cl rn 00 '-' ~ c'0 ~ 0 ., " o.m s· rr() () -- c ::1. fr.&J " - (IQ(/l Wf} ~·a-., Zc.0 () IV .._, ./>. _, '-0 w ~ fOl I MASTER SWITCH REGULATOR 'r 1 F5T~o~:R SOL. MASTER CONTACTOR r-r~ JyJ ~ r---.. SELECTOR SW. F 0 - VOLT. -~VOLTAGE REGU- REG. LA TOR· AUX. lOA AUX. I. b VOLTAGE REGU- LATOR ·MAIN lOA TO LEFT1tt: 1 I 1 111111'-J a RIGHT -- STARTER ~ SOLENOID .-c VOLT. REG . MAIN -t ALT. C/P SWITCH ==':- LEFT 1g1 LEFT(.:\-:~ _ ___ ALTERN~TOR ,_16, · o ----j<i__() (1~ cC · - - )_.,. ,p 2 1 SHUNT FILTER ·I -~ o- r-i=l-- 1-------, .• L . ALTERNAT?~ L-1-!-rT--r-o'-cd'-~-,-:~ :::j ' 1 ~;y" t---1____.I I ~ - ''I j_ i\__ - Lrlct:.. J I ... _tl ALT. C/P T FI:~ERI"I -:._c- ]_ t-L_.a. I I SWITCH RIGH ~ ·:· I I o-b 8-RIGHT I ~),~.J LEFT lt RELAY I '-~I 0 SHUNT I ;) RELAY ( ~lTI· --_I > I -···. -- .. ------" ~-·-· > !::1 m() tTj AZTEC "E" ___:.,,1'1'~ l + JSHUNT LEFT ALTERNt.TOR 90 .AMP- I ..-' ' I LTS. 90 AMP ~ lffiJ- I~ I I_L : LEFT STARTER SOLE' NOlO M LEFT START. MOTOR RIGHT M~ I .97--1--=--H---+-+-++- I ISTARTER SOLENOID 'I SOLENOID I I . I I M RIGHT IM~ ~ : ~START. 10 AMP MOTOR ~LEFT VOLTAGE I I I REGULATOR r L-h____ RIGHT VOLTAGE REGULATOR 6 I 0 STARTER I I 10 AMP b SWITCH ~ - ALTE.,NATOR INOPER~i/VE LTS. 5AMP I I I MEiER FUNCTION sw. PAGESb 5 AMP LEFT ..3.LTERN.:.TCR !NOPER.t.TfYE S'H. L RIGHT ALTE.=m.ATOR INOPERATIVE S'H. ffi:-.-•i>--ffi~{ J +Electrical Schematic (Aircraft Serial No. 27-4794 and up) 5Mt!P REO AIRPLAL"'E AND SYSTEMS ISSUED: December 10, 1971 AZTEC "E" ELECTRICAL SYSTEM Jhe electrical system for the Aztec includes a 12 volt 35 ampere hour battery or a 24 volt 17 ampere hour battery, enclosed in a sealed stainless steel battery box. Installed are two 12 volt 70 ampere alternators or two 24 volt 70 ampere alternators respectively. There are two voltage regulator systems installed in the Aztec aircraft. On aircraft up to and including serial number 27-4 793 the alternators are coupled by using one voltage regulator to control field voltage of both alternators. Also incorporated in the system is an overvoltage relay. Its function is to open and remove field voltage to the unregulated alternators in the event of a failure of the voltage regulator, thus preventing an overvoltage which could damage the electrical equipment. As an added feature, to provide for complete dual system reliability, an auxiliary voltage regulator and overvoltage relav has been mstalled. Each set of regulators and relays IS controlled by a sw1tch located on the left sub-panel next to the master switch. The switch is placarded "Voltage Regulator Selector." "Main." and "Auxiliary." The switch should normally be in the "Main" position. The operation of the alterators may be checked by an ammeter switch located directly under the ammeter. NOTE Refer to the Airplane Flight Manual Section for corrective action for a voltage regulator failure. NOTE If the battery is completely discharged, remove the battery and charge prior to starting engines. On aircraft with serial number 2-i-4794_.and up, the electrical system incorporates an alternator paralleling system. The system has two voltage regulators which control the alternators. The regulators are interconnected electrically to provide parallel outputs from their respective alternators under normal operating engine RPM's. Whenever the engines are operating at a high differential Rn!, the alternator inoperative light for the slower engine may come on. Alternator inoperative lights are located below the ammeter. The lights illuminate when the respective alternator fails to provide voltage. The lights should be checked prior to starting the engines, to see if the bulbs are burned out, by turning on the master switch. If the bulbs do not illuminate the bulbs should be replaced. A distinctive feature of the alternators paralleling system is the split rocker type master switch and the alternator inoperative lights. NOTE Refer to the Airplane Flight Manual Section for corrective action for an alternator failure. Electrical switches for the various systems are located on both sub-panels of the instrument panel. The circuit breakers are on the right side sub-panel. To reset the circuit breakers simply push in the reset button. Reduce the electrical load io minimum and allow two minutes before resetting the breakerE· Corrective action should be taken in event of continual circuit breaker popping. The alternator circuit breakers. mounted on the same panel. are of the switch type and should not be turned off.while the engines are running. ~ JRPLANE AND SYSTEMS SSUED: September 1,1970 tEVISED: Mitreh 20, 1~79 PAGE9 AZTEC "E" Instrument lighting is provided by two spotlights installed in the center of the cabin ceiling. (S/N up to and including 274803.) These lights arc operated by a rh~ostat switch which is located directly aft of the lights. The lights are turned on with the first movement of the rheostat knob and the light intensity increased by further rotation of the control. Provided as optional equipment (standard on S/N 274804 and up) arc individual post lamps mounted on the panel adjacent to each instrument. These lights are controlled by a rheostat switch located on the panel with the other electrical switches. Operation of the rheostat is the same as for the spotlights. Located in the cabin ceiling just aft of the windshield, on both the right and left sides, are map lights equipped with clear lenses. Each light is operated by the switch located adjacent to the unit. For the passengers, reading lights are installed over each seat as well as a cabin dome light located in the center of the cabin ceiling. A separate switch is used for each of these units. There are overhead lights in both the forward and aft baggage .compartments. They will turn on and off with the opening and closing of the baggage doors. On the upper right side of the instrument panel is a red warning light labeled "Door Ajar". It will light if the master switch is on and either the forward baggage door or main cabin door is not completely closed and latched. CAUTION Do not leave either baggage compartment door open for extended periods. The starter and magneto switches are on the left side panel near the instrument panel. The starter switch is of the momentary rocker type. An external power receptacle, located in the lower right side of the nose, is available as optional equipment. Turn the master switch off before inserting or removing a plug at this receptacle. Leave the master switch off while using external power. l~STRUME;-.iT PANEL ' The instrument panel of the Aztec is designed to accommodate all of the customary advanced flight instruments and all required engine instruments. Space is provided for the installation of optional navigational and radio equipment, as well as optional copilot's instruments. The instrument panel is shock mount~d and lighted, and all instruments are accessible for maintenance. The flight instrument group includ~s the airspeed indicator, the rate of climb indicator, and the altimeter. which are operated by the pitot-static system; the directional gyro and the arnucml nonz~, ;\'fuch are operated by the vacuum system; and an electrically operated tum coordinator, which serves as a _2l_~ndby in the ev~nt of a gyro instrument tailure. Gyro instruments employ vacuum pumps mstallea on ~ach ~ngine. The gyro suction gauge on the instrument panel should indicate 4.8 to 5.1 inches of mer wry for proper operation of the gyro instruments. Engine instruments include recording tachometers, a dual manifold pressure gauge, and a dual fuel now gauge. A cluster of fuel and engine gauges incorporates fuel quantity, oil pressure, oil temperature. and cylinder head temperature indicators for each engine. On earlier models there is a separate tachometer for each engine: on later models t.'lere is a dual tachometer. A dual exhaust gas temperature gauge is provided on turbocharged models. Radio equipment is mounted in the center and autopilot controls are mounted on the lower left of the instrument panel. Electrical switches and the circuit breaker panel are installed along the bottom of the instrument panel. The ammeter, located on the right side of the instrument panel, can be set to show tl:~ condition of the battery or the output of either alternator. The .instrument panel also includes various warning lights, the cabin heat control, an engine hour meter and microphone and earphone jacks. PAGE!O AIRPLANE A.t'ID S.YSTEMS. REVISED: March 20, 19i9 -> ~~ ~§ if 8 0 -> l:l g.z (1) 1:! ~ t:1 - ...... oo '"d . ...: ~:0~ ..... ~~ ...,0., Cll Cll (1) !""' z0 r "' ..._, :k "'"" § "' ~ "'_, '..._, w au, "' "'..... "'_, '..._, w au, '" "' w lTg ~ "'..._, '..._, w a ., '" > '" v> G1 -1'>- 1"11 ..... a " I. TRIM INDICATOR LIGHT 2. TURN COOROINAT.OR 3. AIRSPEED INOICATOH 4. GYRO HORIZON 5. G/S COUPLER LIGHT 6. STALL WARNING LIGHT 7. DIRECTIONALGVRO 8. ALTIMETER 9. RATE OF CLIMB I 0. MARKER DEACON I 1, ADF INOIC/\TOR 12. OMNI OEAHING SELECTOn 1 3. JUNCTION BOX 14. ADF RADIO 15. COMM/NAV TRANSCEIVERS ) 6. MAN I FOLD f11lESSUliE GAUGE I! II 11 • ··~ ''~~=-lclcc~c·-· " 17, TACHOMETER, LEFT U. FUEL FLOW GAUGE 19. TACHOMETEH, niGHT 20. DOOR AJAR LIGHT l1U uno u 21. FUEL/ENGINE GAUGE CLUSTER 22. AMMETER 23, GYRO SUCTION GAUGE 24. 1\I~TERNATOR SWITCH 25. HOUR METER (TOTAL) 26, NAV/APPROACH COUPLER 27, MASTER SW\l'CH 211. VOLTAGE REGULATOR 2'J. TllANSMITTEfl SELECTOR 30. AUTOf-LI.fE SWITCH 31. 1\UTOFLITE TRIM 32. 1\LTIM/\TIC Ifill 12 2l 11 11 l! " " ll. PANEL LIGHTS 34. FLAP POSITION INDICATOR 35. PARKING ORAI<E 36. FUEL PUMP SWITCHES 37. PROP SYNCHHONIZER CONTROL 38. DME CONTROL J9, PANEL -4 o. DEICER SWITCHES 41. AMMETER· PROP DEICER 42. PNEUMATIC DEICER INDICATOR 43. ALTERNATOR SWITCHES 44. LIGHTER 45. ClnCUIT OREAKERS 4 6. TRANSPONDER 47. HEAT CONTROL ~m 0 m ""' >- ~ ....0 CT >- t?l~ @§O>- s~0' " Vl ., ><: - (ll ~~.... (ll ~ ::>~ ~ s...tl ~ ~...~ g (ll ":-< z0 !" 1-J _, '__, w 0 lA N N J" N__, '__, .j>. 0 Vo N w lA ~ g ~ N__, '_, ~ v. .j>. __, 0, 1. TRIM INDICATOR LIGHT 2, TURN COORDINATOR 3, AIRSPEED INDICATOR 4. GYRO HORIZON 5, G/5 COUPLER LIGHT 6, STALL WARNING LIGHT 7, DIRECTIONAL GYRO I. ALTIMETER 9, RATE OF CLIMD I 0. MARKER DEACON II. ADF INDICATOR 12. OMNI BEARING SELECTOn ll. COVER PLATE J4, MANIJ:"OLO PHESSUR£ GAUGE 15. QUAL TACHOMETER I I '- 16. TURN COORDINATOR 17. AIRSPEED INDICATOR 18. DIRECTIONAL GYRO 19. GYRO HORIZON 20. ALTIMETER 21. FUEL/ENGINE INSTRUMENT' CLUSTER 22. HATE OF CLIMB 23. AMMETER 24, Al.TEUNATOR SWITCH 25. NAV/APPROACH COUPLER 26. MASTER SWITCH 27. VOLTAGE REGULATOR 21. TRANSMITTER SELECTOR 29. AUTOFLITE SWITCH JO. AUTOFLITE TRIM Jl. ALTIMATIC 1110 32. PANEL LIGHTS 33. FLAP POSITION INDICATOR 34. PARKING DRAKE 35. FUEL PUMP SWITCHES J6. LEFT PITOT HEP.T 37. E.G.T. GAUGE 31. RIGHT PITOT HEAT 39. GYRO SUCTION GAUGE .CO. ALTERNATOR SWITCHES 41. HOUR METER (TOTAL) 42. CIRCUIT BREAKERS 43. LIGHTER H. DUAL. FUEL FLOW GAUGE 4 5. HEAT CONTROL )> N -1 m () nj Vii!=;(I] !>.:). c: "<:1· ~&: 0~ n>0 z fft:! .... .... (I] . ...:: .... (/] \0>-j :;:.!;! .., ~t71 ....0 n ....(I] !;' "' ~"'::> .... [ 0' ... w!" z0 !" ,._, ..,...., V> V> .f>. g -§ 0. ,; 'tJ J 4 5 6 7 8 9 10 II 1 3 14 y 6 17 18 19 0 I l1 r14 15 16 21 --+-j:::!-1-- _I:; ~-1-- . ~ :·': ... ., ._ 0 -(""" ['"' -~- ... , --1 '" I ... -1 ;. --~.~-.;·'I"· :h., 0 I r:;~-~~ fiii0li·1i·'~---~ ~l··- ______ en_ .J ~~--~ ~:_- ·- ~·;~_~ 7 ~.2~~-~-- ···~ .... , _._, .... ·~ ·_. . ",~· "~~~~. ?-~.- ....~~ ;1 ~ ~~---oJill'Jo-- [,I~~- :_~ .:;3:/l_u_j :·TJ)·.i.· ·:,p::.. _.; __>~w· .r<l:;.··.::l'._·;-::~~"" :::,:1[" J I II -- j'' • ; ..) 0 ... _ \1 It ~ 1,(·-'ir'~ · . .~r;.;Jb..ii!h:_ : '-f.·>\~: ~1 1 ·~-:')if('( v:-..;': . I l ~-~" .. v·~;···v· I ; , ·:~_ ~~··. ·~~i::l a ' __ o_~~- ·.t.~·r.:~ I - IE·'~o .. ·IIF3~ I' (\_"'1·"\~.~-)\.o(..,~·····. ~~ t/-''~·:"-,,0 (··'c~·l\·:Q_·~·~/ 0 1<T,··'·- -"·'·'v" 1. • .. • ·. ·· 1 '\' (, .'-. 11 ·• .. •'.' l '·"' ..,_i ,: :. , ·._ 'J I .}•_;; o ~;"; ~- ..o ... o '... .. . ... (..-.) ·.Y •• ~:..... ~., ,. ... . ~ -rll ptrJ;no1 ~I . ~; ··· ;.,1.:•' ,., ,, ··:_::_ •· (--~~ t •.•.~-~)·. !J·.~· I v>-""' 1 - rc· ·'). :o """ o· 'r)--~ro t· . J 0 o ~" / ~) ·1_:-K/- ·t r r- ("1[1./J:•Q:}[B__G>j .,~ ' ·d • • .... - .:..:.~~] gr . ~1 f6 ~~ .."~i6!;-~,l (J ,:..-s ~~~:;~-:-·- ·1 ~ IL It '['~·"'"''~"'' ....~ ..... 1 . I(GB.·l fG_. J ... - I1: •· -a-= :~o ... ·~ ._ ..,..'!;!} '3t (~~'-· ~!:~· e ® · t ~~ ~ . ~ -,--T I : .. /':::j .• "' II' ·:·f :· ilt••tl! . I 1 H; 1)].1"' r· :1 ., . r·: _, lv ·,:i:. ·r~l·~ .·~·:• ;~-~-~~-; ~ ..;-:'' ·~ ~~ ~~ . ~:!~' I 'Ill ~· ~i. . -· ~-c;;' vi ± •if~l-~131; "' i_JJ_.~_-- _t:· >'·" ,_l:r·{r-~.h: J(], j .Jj.;: ') '" ",, .o··~ IJ·;; ;~·;~~ ;;·:~ rS· \!J/1 ..__._,. f ~-...... '·O·\~· r-1-· - ..... --- ..... ___ .. , ___ -·-..-· It' '~f.._'·"" ..... \\ ~ 'JI \.:1 1: •• 28 19 ]0 31 J1 ]] Jl J5 JG . 1,iLI~ ~~~ _42 43 u 45 46 41 48 49 so 51 2 ''} j ~)..~ ]J J8 J9 40 41 l. HOUR METER 10. E.GT G/\UGE 35. PUOP5YNC 2. CLOCJ<. 19. FUEL r=LOW GAUGE JG. AVIONICS M/\STl:OR S~ITCH 3. AIRSPEED INDICATOR ?.0. 0\llECTION/\L GYHO 37. FLAP SELECTOn 4. TURN COORDINATOR 11. ATTITUDE GYRO 38. FLAP POSITION INDICATOR 5, STALL WAilNING LIGHT 22. /\IRSI~EEO INrHC/\TOil 39. Ill\ OAR 6. ATTITUDE GYRO 2.1. ENGINE GAUGES -111. LANDINO GEAR INDICATOR LIGHTS 7. HO RIZONT/\L SITUATION INDIC/\TOI1 ?.II. /\L TIMETEH II I. LANDING fiEI\J\ ~EL[CTOH 11. ENCODING 1\L TIMETI:::H 15, /\MMElEn <l'l. PITOT HEAT 9. DOOR AJAR UGI-IT U.. 1\L TEitNJHOR OtiTPUT SELECT011 !iW11'CII Ill, Stl!O~J\CE Dr!IC£ Ill, RATE OF CUMO INDIC/\TOH "JI. 1\LTEilN/\HHt IN(ll'(fi/\TIVE LIGIITS H. l'llOP DE ICC II. C:LifJE 51. 0PE. ENG/\(0[11 Lin! IT 711. Vflll/I.OC COIH'U.H 115. HNI\V )> I z. ADF INOICI\l"OU l'l, Ml\~.>1"1011 !iWITCII Ho. 1\I.TLIINI\TOil C:IIICtWr IHICAI<[Il ~;WI'TCII N Jl. n/\0/\H AL TIMET En lO, 1\LTIM/\TIC Ill C ". llMC -1 14. VOFl/GLJOE SLOPE INDIC/\TOH l I. I'J\III<INC> 0111\I{E 4K. ClltCUIT nltE/\I{I:fii'I\NEL "'15. S1/\0IO PANEL l 7. f~V flO SUCTION C11\UGE ~ '). rUitN COOI1111N/\T01l 0 Hi. MANifOLD GJ\UGE J J. lt/\111\ It 1\LTIMI~TC: II SWI TCI-1 ~. 0. 1~/\TC OF CUMO m17. T/\CHOMETEn 34. I'UCL I'UMP ~.WHC:HCS !>I. !IE/\TCU SWilCII AZTEC "E" I PAGE !Od THIS PAGE INTENTIONALLY LEFT BLANK AIRPLANE AND SYSTB!S ISSUED: October 1, 1974 AZTEC "E" HEATING AND VENTILATING SYSTEM The flow of air for cooling or heating the Aztec cabin is controlled by the five knobs on the cabin air control panel located at the bottom of the control pedestal. The left control regulates air flowing to the front seat through the heater system and the second knob from the left controls air flowing to the rear seat through this system. The middle knob controls the heater thermostat. The second knob from the right is the defroster control and the right hand control supplies additional cold air to the front seat through a vent on the bulkhead. Cabin air enters the heater system through an inlet above the landing light, and when the heater is not in operation, the inlet can serve as a source for cool air by pulling out the heater controls. A 35,000 B.T.U. Janitrol heater installed in the nose section furnishes a source of hot air for cabin heating and wmasruetd aetrosting. · Operation of the heater is controlled by a three position swiich located on the right side of the instrument panel, labeled "FAt"'", "OFF" and "HEAT". The "FAN" position will operate the vent blower only and may be used for cabin ventilation on the ground or windshield defogging when heat is not desir<d. For heat, the three position heater switch must be turned to "HEAT". On ai..jllane serial numbe:s 27-4426, 27-4574 through 27-7405431, the manual heater fuel valve must also be on. This will start iuel flow and ignite the burner simultaneously. With instant starting and no need for priming, heat should be felt within a few seconds. Regulation of heat, airflow and defroster operation is controlled by the push-pull knobs on the cabin air control pa11el. The middle knob is connected to an adjustable thermostat which makes it possible to select a desired temperature of heated air through awide range. Cabin temperature and air circulation can be maintained by using various combinations of knob settings, to suit individual desires. To minimize the feeling of drafts, a low air flow-high heat combination should be used. Windshield defrosting may be regulated by various settings of the defroster knob and in seve~e windshield fogging or icing conditions, it may be desirable to restrict the heater air, since this will drive more air through the defrosters. ' When heat is no longer desired, the three position switch may be turned to the "OFF" position a.~d the manual fuel valve, if instilled, closed. When the heater has been operating with the ai..-pizne on the ground, turn the switch to "FAN" for several minutes to cool the heater. It may then be turned ofi. 1. HEATER 2. FRESH AIR INLET J. FRESH AIR OUTLET 4. HEATER AIR JNL..ET 5. HEATE:R AIROVTL.ET 6. DEFROSTER OUTL.ET 7. CABIN VENT CONTROL 8. DEFROSTER CONTROL 12. HEATER FUEL VALVE (SER. NOS. 27-4-426, 27 ...C SH THRU 27 ·H 05-431} 13. CABIN EXHAUST AIR 9. CABIN TEMPERATURE CONTROL 1 0. REAR SEAT HEAT 11. FRONT SEAT HEAT -~" -~~--~_:::::--_.;-· AIRPLANE AND SYSTEMS REVISED: May 31,1974 Heating and Ventilating System c:::) <•<·· ,,,,,.••• ~ C..!.:"~:;,.·.':"~~ ·.~ .. c.. ..... [\ .... :':"":" •:• PAGE 11 AZTEC "E" Heat may be supplied to warm the cabin before flight by turning on the master switch, the left auxiliary fuel pump, and startmg the heater. It should not be used m sucn a way as to deplete the battery. I he cabm heater uses gasolirie rrom ihe left main fuel tank when tile crossfeed-is off and from both tanks when the crossfeed is on. . Located in the heater is an overheat lockout switch which acts as a safety device to render the heater system inoperative if a malfunction should occur causing excessively high temperatures. This control is located in the downstream end of the vent jacket, with the reset button on the heater shroud. It is reached only through the access panel in the left side of the nose section to insure that the malfunction causing the overheat condition is corrected prior to further heater operation. For fresh air ventilation, an air scoop is mounted on the dorsal fin which draws air into the cabin through overhead vents in the ceiling. Each individual vent is adjustable for desired air flow. Two master control knobs are located in the ceiling just aft of the windshield. These control the air supply to the right and left overhead vents. Air is exhausted through an outlet on the floor of the aft baggage compartment. FINISH All sheet aluminum components of the Aztec are carefully fmished inside and outside to assure maximum service life. Both sides of all pieces are alodine treated, and sprayed with zinc chromate primer. External surfaces are coated with durable acrylic lacquer in attractive high gloss colors. The application of primer to interior surfaces prevents corrosion of structural and non-structural parts where inaccessible for normal maintenance. BAGGAGE COMPARTMENTS There are two large baggage compartments, each compartment is placarded for 150 pounds. The forward compartment provides 21.3 cubic feet of space accessible through a door measuring an average of 19.5 x 30.5 inch~s. The rear compartment has a volume of 26.~ cubic feet with door measuring about 30 x 31 inches and hinged on the forward side. SEATS All seats in the Aztec are constructed of steel tubing, foam cushions on rubber bladders and headrests. The crew seats will slide fore and aft through a seven inch range by operation of the release control on the front of each seat. The right side crew seat adjusts aft beyond the norrnal range to provide ease oi entry to the pilot's seat. To remove either of the front seats, remove the stop plates from the tracks at the rear of the seat str.1cture, and slide the seat forward and off the tracks. The passenger area is equipped with two individual bucket seats and a couch seat that accommodates two people. To remove the center seats, remove the stop plates from the tracks and slide the seats forward then aft as required to disengage the seat supports from their tracks. The rear seat can be removed for ·added cabin space by pulling the back of the seat forward, then lifting it out. Pull the bottom of the seat forward to disengage the pins at the rear, then push it rearward to disengage the seat supports from the floorboards. All six seats are provided with headrests. CABIN FEATURES . Removable armrests for front and middle seats, coat hangers, ash trays, a cigarette lighter, reading lights and pilot's map pocket are all standard. The cabin door and baggage doors are equipped with locks. The locks on both baggage doors are operated by one key, while the cabin door has a separate key. PAGE 12 AIRPLM'E AND SYSTEMS REVISED: May 31, 1974 AZTEC "E" RADI'J E(JUlP\IE\1 l!i th;::- st:.:nd:1;--.: r.1od~l of th-:: .-\zt~.:. pro\·isions for radio ir:st::l!:ltio;~s i;~::lud:; d:..:.:: r:·.. .:lo;--::.)n-;? ~:::..: h::ads:?t j~::ks~ 8. mi.:-rophon~. ov~rhead loi.td sp-=akers and pan~i sp~1.:e fo1 foui radio sc£s. ?-.:1iios :;:-:.' J.VJ.ilabl::- in diftcrer.r comb:n:Eior.s to pro\·id-.:- ir~ th~ Aztec al~ of the mos: r~ce:<t r.:di~J Ce\~~·J;Jm~;-;:) normally des!red in this type of air~raft. Lo2ated to the rear of the forv.:ard b:J.ggage compartment is ~ shelf providing ampl:; roor~1 for power supplies for the vQrious radios installed. AIRPLANE AND SYSTEMS ISSUED: September I. 1970 PAGEJ3 AIRPLANE FLIGHT MANUAL F. A. A. APPROVED -. FAA APPROVED AIRPLANE FliGHT MANUAL FOR AZTEC liE II Serial Number 27-4426,27-4574 and up NOTE THIS MANUAL MUST BE KEPT IN THE AIRPLANE AT ALL TIMES MANUFACTURER'S MODEL - PA-23-250[Six Place] MANUFACTURER'S SERIAL- 27-4786 REGISTRATION - N 14228 J.. McNARY PIPER AIRCRAFT CORPORATION D. 0. A. No. EA-1 LOCK HAVEN, PENNSYLVANIA DATE OF APPROVAL: JANUARY 21, 1970 APPROVAL BASIS: CAR 3 AND FAR PART 21, SUBPART J. NORMAL CATEGORY AZTEC "E" TABLE OF CONTE:N"TS SECTIO}: I Log of Revisions SECTION II Limitations A. EngL'le .............................................. . B. Fuel ............................................... . C. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... . D. Cowl Flaps ........................................... . E. Wing Flaps ........................................... . F. Instrument Markings (Power Plant) . . . . . . . . . . . . . . . . . . . ...... . G. Airspeed Limitations and Indicator Markings (Calibrated Airspeed) ........... . H. Flight Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I. Maximum Weig.~t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . J. C. G. Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . K. Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L. Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . SECTION Ill Page 1 3 3 3 3 3 3 3 4 4 4 5 5 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 A. Systems Operation and Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1. Voltage Regulating and Alternator System (For.Aircraft up to and including Serial No. 27-4793) ......... , . . . . . . . . . . . . . . . . . . . . . . . 7 2. Alternator Paralleling System (For Aircraft Serial No. 27-4794 and up) . . . 8 3. Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 4. Landing Gear and Flap Extension- Emergency . . . . . . . . . . . . . . . . . 9 5. Stall Warning Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 B. Emergency Procedures . . . . . . . . . . . . . . . . . . . .. . . . . . . 1 i !. Feathering Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2. Unfeathering Procedure . . . . . . . . . . . . . . . . . . . . . . . . . II 3. Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 SECTION IV Performance 13 SECTIONV Supplements .................. . 1. Icing Equipment Installation 15 17 2. Oxygen System Installation . . . . . . . . . . . . . . !9 !. Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 2. Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 3. Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . !9 4. Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 FAA APPROVED January 21, 1970 REVISED: October 1, 1974 REPORT: 1630PARTIPAGEi MODEL: PA-23-250 (Six Place) SN 27-4426, 27-4574 and up AZTEC"E" 3. Installation of Piper AutoControl III 21 21 21 21 21 1. Limitations ..... . 2. Operating Instructions 3. Normal Operation 4. Emergency Procedures . 4. Installation of Lycoming Turbocharged Engines 1. Limitations . . . . . . . . .. 2. Normal Operating Procedures . 3. Performance ....... . 5. Installation of Piper AltL\!atic IIIB 1. Limitations ...... . 2. Operating Instructions . 3. Normal Flight Operation 4. Emergency Procedures . 5. Placards . . . . . . . • . 6. Installation of Anti-Collision (Strobe) Lights 1. Operating Limitations . . . . . . . 7. Installation of A!tiMatic V F /D 1. Limitations . ·. . . . . . . 2. Normal Operating Procedures . 3. Emergency Operating Procedure 4. Placards ...... . 8. Installation of AltiMatic V .... 1. Limitations . . . . . . . . . 2. Normal Operating Procedures 3. Emergency Operating Procedure 4. Placards . . . . . . . . . . . . . ... .. 23 23 24 24 25 25 25 26 27 27 29 29 31 31 31 34 35 37 37 37 40 40 9. Piper AltL\fatic IIIB- I (Includes Roll, Pitch AutoFlite II and Pitch Trim Sections) . 4 I I. Limitations . . 4 I 2. Procedures . . . . . . . . . 41 3. Performance . . . . . . . . 46 10. Installation of AltiMatic V F [D-1 47 !. Limitations . . . . . . . . 47 2. Normal Operating Procedures 4 7 3. Emergency Operati:1g Procedure 51 4. Placards . . . . . . . . 5 I 1 I. Installation of AltiMatic Y·l 53 1. Limitations . . . . . . 53 2. Normal Operating Procedures 53 3. Emergency Operating Procedure 56 4. Placards . . . . . . . . . . . . . 56 REPORT: I630 PART I PAGE ii MODEL: PA-23-250 (Six Place) SN274426, 274574 and up FAA APPROVED Ja.nuary 21, 1970 REVISED: November 7,1972 12. Installation of Piper AutoControlliiB ............ . I. Limitations ............................ . 2. Procedures ............................ . 3. Emergency Operation ...................... . 4. Performance .............................. . AZTEC "E" 57 57 57 59 59 13. Installation of Piper AltiMatic IIIC (Includes Roll, Pitch and Pitch Trim Sections) 61 61 . . . . . . 61 I. Limitations . . . . . . . . . . . . . . . . . . ....... . 2. Procedures . . . . . . . . . . . . . . . . ....... . 3. Performance . . . . . . . . . . . . . . . . . ....... . 66 ·. FAA APPROVED October 1, 1974 REPORT: 1630 PART I PAGE iii MODEL:-PA-23-250 (Six Place) SN 27-4426, 27-4574 and up AZTEC"E" THIS PAGE INTENTIONALLY LEFT BLANK REPORT: 1630 PART! PAGE iv MODEL: PA-23-250 (Six Place) SN 27-4426, 27-4574 and up FAA APPROVED October I, 1974 AZTEC "E" SECTION II LIMITATIONS The following limitations must be observed in the operation of this airplane: A. ENGINE Lycoming 10-540 Series ENGIN""E LIMITS For all operation 2575 R?:O.L 250 BHP B. FUEL 91/96 Octane Aviation Gasoline (Minimum) C. PROPELLERS Hanzell HC-E2YR-2 Series Constant Speed Full Feathering; Blades 8465-7R Pitch Settings at 30 in. Station High 80', Low 14.5' D. COWL FLAPS Two Two Cowl flaps are provided to allow manual control of engine temperatures. The cowl flaps should be open during ground operations and in climbs. In no case should the cylinder head temperatures be allowed to exceed 500'F. and the oil temperatures allowed to exceed 245'F. On airplanes equipped with 24 volt 70 amp alternators, the cowl flaps must be full open during climbs above 18,000 ft with an alternator loaded to 60 amps or more. E. WING FL.\PS Takeoff Landing F. INSTRUMENT MARKINGS (POWER PLANT) OIL TEMPERATURE Green Arc (Normal Operating Range) Yellow Arc (Caution) Red Line (Maximum) OIL PRESSURE Green Arc (Normal Operating Range) Yellow Arc (Caution) Red Line (Minimum) Red Line (Maximum) TACHOMETER Green Arc (Normal Operating Range) Red Line (Maximum) FUEL FLOW G~een Arc (Normal Operating Range) Red Line (Maximum at Sea Level) FAA APPROVED January 21, 1970 REVISED: October 1, 1974 0' 0' to 50' 120' to245'F 60° to 120'F 245'F 60 PSI to 90 PSI 25 PSI to 60 PSI and 90 PSI to l 00 PSI 25 PSI I 00 PSI 500 RPM to 2575 RPM 2575 RPM 0 GPH to 26 GPH 26 GPH (7 .8 PSI) REPORT: 1630PARTIPAGE3 MODEL: PA-23-250 (Six Place) SN 27-4426, 27-4574 and up CYLINDER HEAD TEMPERATURE Green Aic (Normal Range) Red Line (Maximum) 200° to 500' F 500'F G. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS (Calibrated Airspeed) Normal Category NEVER EXCEED SPEED MAXIMUM STRUCTURAL CRUISING SPEED DESIGN MANEUVERING SPEED FLAPS EXTEl'iDED SPEEDS Full Flap Half Flap Quarter Flap MAXIMUM GEAR EXTENDED SPEED MINL\iUM CONTROL SPEED (Single Engine, Oo Flaps) STALL SPEED Gear and Flaps Up Gear and Flaps Down AIRSPEED INDICATOR MARKINGS Green Aic (Normal Operating Range) Yellow Aic (Caution Range- Smooth Air) White Aic (Flaps Extended Range) Radial Red Line (Never Exceed -Smooth Air) H. FLIGHT LO..W FACTORS Positive Load Factor (Maximum) Negative Load Factor (Maximum) I. MAXIMUM \\TEIGHT Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight 249 MPH 198 MPH 149 :\!PH 70 MPH to 125 MPH 125 MPH 140 MPH 160 MPH !50 MPH 80MPH 76 ~!PH 70MPH 76 MPH to 198 MPH 198 MPH to 249 MPH 70 MPH to 125 MPH 249 ~!PH 3.68 G No Inverted Maneuvers Approved 5200 LBS 4940 LBS 4400 LBS It is the responsibility of the airplane owner and the pilot to assure that the airplane is properly loaded. See "Weight a.11d Balance Section" for proper loading instructions. J. C.G.RANGE Weight Pounds 5200 5000 3250 REPORT: 1630 PART l PAGE 4 MODEL: PA-23-250 (Six Plaoe) S{N 27-4426, 27-4574 and up Forward Limit Inches Aft of Datum 99.0 97.0 85.7 Aft Limit Inches Aft of Datum 100.5 100.5 100.5 FAA APPROVED January 21,1970 REVISED: March 21, 1977 : K. MANEUVERS I. 2. Straight line variation between the points given. Datum is 80 inches ahead of the wing leading edge outboard of the tapered sections. All intentional acrobatic maneuvers (including spins) are prohibited. L. PLACARDS On the instrument panel in full view of the pilot: THIS AIRPLAl'>"E MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE AIRPLANE FLIGHT MANUAL. ACROBATIC MANEUVERS (INCLUDING SPINS) PROHIBITED. On the instrument panel: "MJNTh!UM SINGLE ENGINE COl\'TROL SPEED 80 MPH" Under both center windows: "LATCH SEATS FOR TAKE-OFF AND LANDING" On firing ring cover of emergency landing gear extender under left front seat: "EMERGENCY GEAR EXTENDER PLACE GEAR SELECTOR TO DOWN POSITION LIFT COVER, PULL RING". On forward baggage compartment door frame: "BAGGAGE MAXI\!U\! !50 LBS. SEE LOADING SCHEDULE" On rear baggage compartment door: "MAXIMUM BAGGAGE 150 LBS. INCLUDES 20 LBS. ON SHELF. SEE LOADING SCHEDULE". Inside rudder on tip rib (Ser. Nos. 27-4426, 27-4574 through 27-7305134): "ANTI-COLLISION LIGHT REQUIRED FOR PROPER RUDDER MASS BALANCE. DO NOT REMOVE. SEE SERVICE MANUAL". On emergency exit, middle window left side: "EMERGENCY EXIT RELEASE: REMOVE COVER, TURN HANDLE, PUSH DOOR". AZTEC "E" FAA APPROVED January 21, 1970 REVISED: February 23, 1976 REPORT: 1630 PART I PAGE 5 MODEL: PA-23-250 (Six Place) SN 27-4426,27-4574 and up AZTEC "E" On right sun visor, (Power Chart) (required on normally aspirated models only): DO NOT EXCEED 27" MANIFOLD PRESSURE BELOW 2300 RPM OR 25" BELOW 2000 RPM; On instrument panel (ser. nos. 27-4426, 2i4574 thru 27-7405476): WAR:N1NG- UNCOORDINATED MANEUVERS, INCLUDING SIDE SLIPS OF 30 SECONDS OR MORE, FOR ANY REASON, AND FAST TAXI TURNS JUST PRIOR TO TAKE-OFF CAN CAUSE LOSS OF POWER IF FUEL TANKS IN USE ARE LESS THAN 1/2 FULL REPORT: I630 PART I PAGE 6 MODEL: PA-23-250 (Six Place) SN 27-4426, 27-4574 ?.nd up FAA APPROVED January 21, 1970 REV1SED: March 21, 1975 AZTEC "E" SECTION lll PROCEDURES A. SYSTEMS OPERATION AND CHECKS I. VOLTAGE REGULATING AND ALTERNATOR SYSTEM (FOR AIRCRAFT UP TO Al\D INCLUDING SERIAL NO. 27-4793) a. Alternator System . A three position selector switch is provided to check the current output of e:och alternator and current to the battery. A preflight check should be made as follows: Run up engines to 1200 RPM. With selector switch in "BAT" position should show charge. "LT ..'..LT" and "RT ALT" will show the actual output of the respective alternator. The alternacor m:tputs should be approximately equal. b. Voltage Regulating System In event of failure of the voltage regulating system an auxiliary regulating sysrer.1 m:oy be switched into the circuit. Abnormal operation may be indicated by zero output on both alternator test positions and a discharge indication for battery. To energize the auxiliary regulating system the following procedure shall be followed: (I) Reduce aircraft electrical load to minimum for continued safe flight. (2) Switch "VOLTAGE REGULATOR SELECTOR" to "AUX" position. (3) Reset tripped breakers but do not reset "MAIN" Vojtage Regulator B;-eaker. (4) Return to normal required electrical load. If the electrical system still fails to maintain correct output while using the AUX. VOLTAGE REGULATOR system, an alternator failure has probably occurred. To isolate the faulty component the following procedure shou(d be followed: (1) Reduce aircraft electrical load to minimum for continued safe fiighL (2) Turn aircraft MASTER SWITCH "OFF." (3) Place both alternator output circuit breaker switches "OFF." (4) Reset both MAIN and AUX. Voltage Regulator Circuit Breakers. if !ripped. Return Voltage Regulator Selector to "MAl\'." (5) Turn aircraft MASTER SWITCH "ON." Reset Voltage Regulator Circuit Breaker. if tripped. ( 6) Close one alternator output circuit breaker switch. Observe if electrical system is operating normally by checking for alternator output current on the ammeter. If not operating properly, open the alternator output circuit breaker; tur;1 aircraft MASTER SWITCH "OFF" for approximately six seconds to reset the overvoltage relay. (7) Turn aircraft MASTER SWITCH "ON." Reset Voltage Regulator Circuit Breaker, if hipped. Close other alternator output circuit breaker switch a;1d observe if electrical system is operating normally by checking ammeter indication as above. (8) Check that aircraft electrical load does not exceed the output capability of the operating alternator causing the battery to discharge. CAUTION Use of the voltage regulator selector switch and alternator circuit breakers should be limited to the above conditions. FAA APPROVED January 21, 1970 REVISED: December 10,1971 REPORT: 1630 PART I PAGE 7 MODEL: PA-23-250 (Six Place) SN 27-4426,27-4574 and up