PA46-310P Pilot's Operating Handbook - AeroElectric

Added Note. 4-28 Revised para. 4.27. 4-30 Added Note to para. 4.31. Added Warning to para. 4.31. Relocated para. 4.33 to page 4-31. 4-31 Relocated para. 4.33 from page 4-30. Relocated Note and info. to page 4-32 text. 4-32 Relocated Note and info. from page 4-31. Relocated Note to page 4-33. 4-33 Relocated Note from page 4-32. Relocated info. to page 4-34. 4-34 Relocated info from page 4-33. 5-9 Revised Table of Contents. 5-20 Revised graph title 5-21 Added fig. 5-20. 5-22 Revised fig. 5-21. Revised info. 7-8 Revised para. 7.7. 7-21 Revised fig. 7-13. 7-23 Revised fig. 7-15. 7-41 Revised para. 7.31. 8-11 Revised para. 8.21. 8-12 Revised para. 8.23. 9-i Revised Table of Contents. 9-82 Revised fig. 4-1. 9-113 Added D.H. Trompler thru Supplement 9-118 No. 11. 9-119 Added Date thru Supplement 9-124 No. 12 9-125 Added thru Supplement 9-128 No. 13 REPORT: VB-1300 ISSUED: JULY 1, 1986 vi REVISED: APRIL 10, 1987 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 2 9-i Revised Table of Contents. (871027) 9-129 Added Supplement 14 thru 9-134 D.H.Trompler Nov. 2, 1987 Date Rev. 3 iv Revised Original (871216) Pages Issued. 4-10 Revised Ground Check checklist. 4-23 Revised para. 4.19. 4-33 Revised para. 4.45. 5-3, Revised para. 5.5. 5-6, 5-7 7-i Corrected Report number. 7-11 Corrected spelling. 7-15 Revised para. 7.15. 7-29 Corrected spelling. 7-37, Revised para. 7.29. 7-38 7-46 Revised Warning. 8-19 Added Caution. 9-23 Added fig. number. Revised item 5. 9-24 Added fig. reference. Revised items 6, 8, and 9. 9-28 Revised item 10. 9-29 Revised item 4. 9-58 Added fig. 7-1. Moved info. to page 9-59. 9-59 Relocated info. from page 9-58. Moved info. to page 9-60. 9-60 Relocated info. from page 9-59. Moved info. to page 9-61. ISSUED: OCTOBER 27, 1987 REPORT: VB-1300 REVISED: DECEMBER 16, 1987 vi-a FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 3 9-61 Relocated info. from Cont. page 9-60. Added item (h) (3). 9-65 Corrected spelling. 9-74 Revised fig. 7-1. 9-88 Corrected spelling. 9-94 Revised format. 9-95 Revised format. 9-130 Revised Section 2(d). 9-134 Revised fig. 7-3. D.H.Trompler Dec. 22, 1987 Date Rev. 4 v Corrected Rev. 1 date. (PR881007) 4-27 Revised para. 4.27. 8-i Revised footer info. 8-1 Revised para. 8.1. 8-2 Revised para’s. 8.1 and 8.3. Relocated info. from page 8-3. 8-3 Info. moved to page 8-2. 9-i Revised Table Of Contents. 9-113 Revised Piper Dwg. no. Added Date of Approval. 9-119 Added Date of Approval. 9-121 Revised Section 4, para. (b), (4) format. 125 Added Date of Approval. 9-127 Revised Section 4, para. (b), (4) format. 9-135 Added thru Supplement 9-140 No. 15. D.H.Trompler Oct. 7, 1988 Date REPORT: VB-1300 ISSUED: OCTOBER 27, 1987 vi-b REVISED: OCTOBER 7, 1988 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 5 8-11 Revised para. 8.21. (PR881201) 9-i Revised Table of Contents. 9-3 Revised Supplement No. 1 title and para. 9-4 Revised Section 1. Revised Section 2, para. (e). Revised Note. 9-5 Revised maximum altitude loss. D. H. Trompler Jan. 10, 1989 Date Rev. 6 4-6 Revised Warning. (PR891122) 4-18 Revised Warning. 5-18 Revised fig. 5-15. 5-29 Revised fig. 5-33. 8-12 Revised para. 8.23. 9-i Revised Table of Contents. 9-4 Revised Note. 9-63 Revised Supplement No. 4 Title. Revised para. 9-64 Revised Section 1 para. 9-65 Revised Figure. 9-103 Added Caution. D. H. Trompler Dec. 15, 1989 Date Rev. 7 9-103 Revised Caution. (PR900208) D. H. Trompler Feb. 13, 1990 Date ISSUED: DECEMBER 1, 1988 REPORT: VB-1300 REVISED: FEBRUARY 8, 1990 vi-c FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 8 Title Revised Serial Applicability. (PR900427) 5-29 Corrected header. 6-i Revised Table of Contents. 7-21 Revised fig. 7-13. 7-23 Revised fig. 7-15. 9-i Revised Table of Contents. 9-141 Added Supplement No. 16 D. H. Trompler thru _May 14, 1990 9-150 Date Rev. 9 vi-e, Pages added. (PR910318) vi-f 4-12 Added revision date. 7-i Revised page header. 7-21 Revised fig. 7-13 lists of items operated off Emerg. and Main Buses. 7-23 Revised fig. 7-15 lists of items operated off Emerg. and Main Buses. 7-31 Revised fig. 7-23. 8-3 Revised para. 8.5. 9-4 Revised AC designation in Note. Revised page designation in footer. 9-5 Revised Note. 9-6 Renumbered items (7) thru (9) as (8) thru (10). Added new item (7). Added Note. Designated item (b) (1) a. Added item (b) (1) b. Moved info. to page 9-7. 9-7 Relocated info. from page 9-6. Moved info. to page 9-8. 9-8 Relocated info. from page 9-7. 9-60 Revised items (3) and (4). REPORT: VB-1300 ISSUED: DECEMBER 1, 1988 vi-d REVISED: MARCH 18, 1991 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 9 9-64 Revised Supplement number (cont.) in header. 9-103 Revised item (d). 9-119 Corrected Date of Approval. 9-142 Added para. to Section 4. D. H. Trompler April 22, 1991 Date Rev. 10 2-4 Added para. 2.11, (h). (PR911014) 3-12 Gyro Suction Failure sub- header revised. 3-27 Gyro Suction Failure sub- header revised. Deleted info. from para. 3.45. 4-10 Ground Check checklist revised. Note added. Info. moved to page 4-11. 4-11 Items added to Ground Check checklist. Note added. Info. relocated from page 4-10. Info. moved to page 4-12. 4-12 Info. relocated from page 4-11. Info. moved to page 4-13. 4-13 Info. relocated from page 4-12. Info. moved to page 4-14. 4-14 Info. relocated from page 4-13. Info. moved to page 4-14a. 4-14a Page added. Info. relocated from page 4-14. 4-14b Page added. 4-23 Para. 4.19 revised. Added Note to para's. 4.19 and 4.21. Moved info. to page 4-24. 4-24 Info. relocated from page 4-23. Info. moved to page 4-25. 4-25 Info. relocated from page 4-24. ISSUED: MARCH 18, 1991 REPORT: VB-1300 REVISED: OCTOBER 14, 1991 vi-e FOR REFERENCE ONLY NOT FOR FLIGHT Rev. 10 cont. 7-37 Para. 7.29 revised and info. deleted. Info relocated from page 7-38. 7-38 Para. 7.29 revised and info. deleted. Info moved to page 7-37. 9-4 Revised Section 2, para. (e). 9-5 Revised Note. 9-6 Info. deleted from para. 4., a. W. R. Moreu Revised Note. FAA/DOA 9-103 Revised Note Coordinator Date Rev. 11 4-11 Para. 4.5 revised. (Note) (PR930820) 4-23 Para. 4.21 revised. (Note) 4-27 Para. 4.27 revised. 7-6 Added Para. 7.6 7-8 Info. relocated to 7-9 7-i Added Para. 7.6 to TOC 9-3 DELETED Supplement 1 9-100 Revised SECTION 3 9-i Revised Table of Contents W. R. Moreu FAA/DOA Coordinator Date Rev. 12 vi-f Added Rev. 12 to L of R. (PR971031) vi-g Added page. vi-h Added page. 3-9 Revised para. 3.3. 3-24 Revised para. 3.33. 4-11 Revised para. 4.5. 4-24 Revised para. 4.21 8-i Revised T of C. 8-ii Added page. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date REPORT: VB-1300 ISSUED: MARCH 18, 1991 vi-f REVISED: OCTOBER 31, 1997 FOR REFERENCE ONLY NOT FOR FLIGHT Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date Rev. 12 8-17 Revised para. 8.35. (continued) 8-18 Revised para. 8.35. 8-22 Added page & para. 8.36. 8-23 Added page & para. 8.36. 8-24 Added page. 9-98 Revised Section 2. 9-101 Revised Section 4. 9-102 Revised Section 4. Peter E. Peck 9-104 Revised Section 4. 9-106 Revised Section 7. Oct. 31, 1997 Date Rev. 13 vi-g Added Rev. 13 to L of R page. (PR990225) 2-i Revised T of C. 2-9 Added para. 2.32. 2-10 Relocated info. from page 2-9. 2-11 Relocated info. from page 2-10. 2-12 Added page & relocated info. from page 2-11. 3-i Revised T of C. 3-ii Revised T of C. 3-5 Relocated info. from page 3-6. 3-6 Added TIT info. & relocated info. to pages 3-5, 3-6. 3-7 Relocated info. from page 3-6. 3-21 Added TIT info. & relocated info. to page 3-22. 3-22 Relocated info. from page 3-21 & to page 3-23. 3-23 Relocated info. from page 3-22. 4-ii Revised T of C. 4-35 Added page & para. 4.49. 4-36 Added page. 9-i Revised T of C. Peter E. Peck 9-3 Revised text. 9-102 Revised Section 4. Feb. 25, 1999 Date PILOT'S OPERATING HANDBOOK LOG OF REVISIONS REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 vi-g FOR REFERENCE ONLY NOT FOR FLIGHT Rev. 14 iii Added Warning and moved (PR021014) info. to page iv. iv Moved info. from page iii. vi-h Added Rev. 14 to L of R. 8-1 Moved info. to page 8-1B and revised para. 8.1. 8-1A Added page and revised para. 8.1. 8-1B Added page and moved info. from pages 8-1 and 8-2. 8-2 Moved info. to page 8-1B & 8-3, Albert. J. Mill and revised para. 8.3. 8-3 Moved info. from page 8-2. Oct. 14, 2002 Date PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approved Number and Revised Description of Revisions Signature Code Pages and Date REPORT: VB-1300 vi-h REVISED: OCTOBER 14, 2002 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION PA-46-310P, MALIBU, TABLE OF CONTENTS SECTION 1 GENERAL SECTION 2 LIMITATIONS SECTION 3 EMERGENCY PROCEDURES SECTION 4 NORMAL PROCEDURES SECTION 5 PERFORMANCE SECTION 6 WEIGHT AND BALANCE SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS SECTION 8 AIRPLANE HANDLING, SERVICING AND MAINTENANCE SECTION 9 SUPPLEMENTS SECTION 10 OPERATING TIPS ISSUED: JULY 1, 1986 REPORT: VB-1300 vii FOR REFERENCE ONLY NOT FOR FLIGHT THIS PAGE INTENTIONALLY LEFT BLANK FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page No. No. 1.1 Introduction .............................................................................. 1-1 1.3 Engine....................................................................................... 1-3 1.5 Propeller ................................................................................... 1-3 1.7 Fuel........................................................................................... 1-3 1.9 Oil............................................................................................. 1-4 1.11 Maximum Weights ................................................................... 1-4 1.13 Standard Airplane Weights....................................................... 1-4 1.15 Cabin and Entry Dimensions.................................................... 1-5 1.17 Baggage Space and Entry Dimensions..................................... 1-5 1.19 Specific Loading....................................................................... 1-5 1.21 Symbols, Abbreviations and Terminology ............................... 1-7 ISSUED: JULY 1, 1986 REPORT: VB-1300 1-i FOR REFERENCE ONLY NOT FOR FLIGHT THIS PAGE INTENTIONALLY LEFT BLANK FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL SECTION 1 GENERAL 1.1 INTRODUCTION This Pilot’s Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by the Federal Aviation Regulations and additional information provided by the manufacturer and constitutes the FAA Approved Airplane Flight Manual. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered (arabic) sections each provided with a ``finger-tip’’ tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The Emergency Procedures Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. ISSUED: JULY 1, 1986 REPORT: VB-1300 1-1 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU THREE VIEW Figure 1-1 REPORT: VB-1300 ISSUED: JULY 1, 1986 1-2 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL 1.3 ENGINE (a) Number of Engines 1 (b) Engine Manufacturer Teledyne Continental (c) Engine Model Number TSIO-520-BE (d) Rated Horsepower 310 (e) Rated Speed (rpm) 2600 (f) Maximum Manifold Pressure (in. Hg.) 38.0 (g) Bore (inches) 5.25 (h) Stroke (inches) 4.00 (i) Displacement (cubic inches) 520 (j) Compression Ratio 7.5:1 (k) Engine Type Six Cylinder, Direct Drive, Horizontally Opposed, Air Cooled, Turbocharged, Fuel Injected 1.5 PROPELLER (a) Number of Propellers 1 (b) Propeller Manufacturer Hartzell (c) Blade Model F8052( ) (d) Number of Blades 2 (e) Hub Model BHC-C2YF-1BF (f) Propeller Diameter (inches) (1) Minimum 78 (2) Maximum 80 (g) Propeller Type Constant Speed, Hydraulically Actuated 1.7 FUEL AVGAS ONLY (a) Fuel Capacity (U.S. gal.) (total)122 (b) Usable Fuel (U.S. gal.) (total)120 (c) Fuel (1) Minimum Grade 100- Green or 100LL Blue Aviation Grade (2) Alternate Fuels Refer to latest revision of Continental Service Bulletin (Recommended Fuel and Oil Grades) ISSUED: JULY 1, 1986 REPORT: VB-1300 1-3 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU 1.9 OIL (a) Oil Capacity (U.S. quarts) 8 (b) Oil Specification Refer to latest revision of Continental Service Bulletin (Recommended Fuel and Oil Grades) (c) Oil Viscosity per Average Ambient Temperature for Starting Aviation Multi-Viscosity Grade S.A.E. No. Grade Below 40°F 65 30 15W - 50 20W - 50 Above 40°F 100 50 15W - 50 20W - 50 25W - 60 When operating temperatures overlap indicated ranges, use the lighter grade oil. Multi-viscosity oils meeting TCM specification MHS-24A are approved. 1.11 MAXIMUM WEIGHTS (a) Maximum Ramp Weight (lbs.) 4118 (b) Maximum Takeoff Weight (lbs.) 4100 (c) Maximum Landing Weight (lbs.) 3900 (d) Maximum Zero Fuel Weight (lbs.) 3900 (e) Maximum Weights in Baggage Compartments (lbs.) (1) Forward 100 (2) Aft 100 1.13 STANDARD AIRPLANE WEIGHTS Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. REPORT: VB-1300 ISSUED: JULY 1, 1986 1-4 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL 1.15 CABIN AND ENTRY DIMENSIONS (IN.) (a) Cabin Width (max.) 49.5 (b) Cabin Length (Instrument panel to rear bulkhead) 148 (c) Cabin Height (max.) 47 (d) Entry Width 24 (e) Entry Height 46 1.17 BAGGAGE SPACE AND ENTRY DIMENSIONS (a) Compartment Volume (cu. ft.) (1) Forward 14 (2) Aft 20 (b) Entry Dimensions (in.) (1) Forward 19 x 23 (2) Aft 24 x 46 1.19 SPECIFIC LOADING (a) Wing Loading (lbs. per sq. ft.) 23.4 (b) Power Loading (lbs. per hp) 13.2 ISSUED: JULY 1, 1986 REPORT: VB-1300 1-5 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-1300 ISSUED: JULY 1, 1986 1-6 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL 1.21 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot. (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KCAS Calibrated Airspeed expressed in ``Knots.’’ GS Ground Speed is the speed of an airplane relative to the ground. IAS Indicated Airspeed is the speed of an air- craft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. KIAS Indicated Airspeed expressed in ``Knots.’’ M Mach Number is the ratio of true airspeed to the speed of sound. TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. ISSUED: JULY 1, 1986 REPORT: VB-1300 1-7 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU VLE Maximum Landing Gear Extended Speed is the maximum speed at which an aircraft can be safely flown with the landing gear extended. VLO Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted. VNE /MNE Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VS Stalling Speed or the minimum steady flight speed at which the airplane is controllable. VSO Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. VX Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. VY Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. REPORT: VB-1300 ISSUED: JULY 1, 1986 1-8 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL (b) Meteorological Terminology ISA International Standard Atmosphere in which: (1) The air is a dry perfect gas; (2) The temperature at sea level is 15° Celsius (59° Fahrenheit); (3) The pressure at sea level is 29.92 inches hg. (1013.2 mb); (4) The temperature gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003564°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature obtained either from inflight temperature indications or ground meteorological sources, adjusted for in- strument error and compressibility effects. Indicated T h e n u m b e r a c t u a l l y r e a d f r o m a n Pressure Altitude altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). Pressure Altitude Altitude measured from standard sea-level pressure (29.92 in. Hg) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Station Pressure Actual atmospheric pressure at field elevation. Wind The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. ISSUED: JULY 1, 1986 REPORT: VB-1300 1-9 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Con- Maximum power permissible contin- tinuous Power uously during flight. Maximum Climb M a x i m u m p ow e r p e r m i s s i b l e d u r i n g Power climb. Maximum Cruise M a x i m u m p ow e r p e r m i s s i b l e d u r i n g Power cruise. (d) Engine Instruments T.I.T. Gauge Turbine Inlet Temperature (e) Airplane Performance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. Demonstrated The demonstrated crosswind velocity is the Crosswind velocity of the crosswind component for Velocity which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop The distance required to accelerate an air- Distance plane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. Route Segment A part of a route. Each end of that part is identified by (1) a geographical location or (2) a point at which a definite radio fix can be established. REPORT: VB-1300 ISSUED: JULY 1, 1986 1-10 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 1 PA-46-310P, MALIBU GENERAL (f) Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment The product of the weight of an item multiplied by its arm. (Moment divided by a constant is used to simplify balance calculations by reducing the number of digits.) Center of Gravity The point at which an airplane would (C.G.) balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane’s individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with govern- mental regulations. Standard Empty Weight of a standard airplane including Weight unusable fuel, full operating fluids and full oil. ISSUED: JULY 1, 1986 REPORT: VB-1300 1-11 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-46-310P, MALIBU Basic Empty Standard empty weight plus optional Weight equipment. Payload Weight of occupants, cargo and baggage. Useful Load Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum Ramp Maximum weight approved for ground Weight maneuver. (It includes weight of start, taxi and run up fuel.) Maximum Maximum Weight approved for the start Takeoff Weight of the takeoff run. Maximum Maximum weight approved for the landing Landing Weight touchdown. Maximum Zero Maximum weight exclusive of usable fuel. Fuel Weight REPORT: VB-1300 ISSUED: JULY 1, 1986 1-12 FOR REFERENCE ONLY NOT FOR FLIGHT TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 General ..................................................................................... 2-1 2.3 Airspeed Limitations ................................................................ 2-1 2.5 Airspeed Indicator Markings.................................................... 2-2 2.7 Power Plant Limitations ........................................................... 2-3 2.9 Leaning Limitations ................................................................. 2-3 2.11 Power Plant Instrument Markings............................................ 2-4 2.13 Weight Limits ........................................................................... 2-4 2.15 Center of Gravity Limits .......................................................... 2-5 2.17 Maneuver Limits ...................................................................... 2-5 2.19 Flight Load Factors .................................................................. 2-5 2.21 Kinds of Operation Equipment List ......................................... 2-6 2.23 Fuel Limitations ....................................................................... 2-7 2.25 Operating Altitude Limitations ................................................ 2-8 2.27 Cabin Pressurization Limits ..................................................... 2-8 2.29 Noise Level............................................................................... 2-8 2.31 Maximum Seating Configuration............................................. 2-8 2.32 Icing Information...................................................................... 2-9 2.33 Placards .................................................................................... 2-10 PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 2-i FOR REFERENCE ONLY NOT FOR FLIGHT THIS PAGE INTENTIONALLY LEFT BLANK FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the FAA Approved operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems. Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED KIAS KCAS Never Exceed Speed (V NE) - Do not exceed this speed in any operation. 203 200 Maximum Structural Cruising Speed (VNO ) - Do not exceed this speed except in smooth air and then only with caution. 173 170 Design Maneuvering Speed (V A) - Do not make full or abrupt control move- ments above this speed. At 4100 LBS. Gross Weight 135 133 At 2450 LBS. Gross Weight 103 102 CAUTION Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. ISSUED: JULY 1, 1986 REPORT: VB-1300 2-1 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU SPEED KIAS KCAS Maximum Speed for Pneumatic Boot Inflation. 183 180 Maximum Flaps Extended Speed (V FE ) - Do not exceed this speed at the given flap setting. 10° 170 167 20° 135 132 36° 120 115 Maximum Landing Gear Extension Speed (VLO) - Do not exceed this speed when extending the landing gear. 170 167 Maximum Landing Gear Retraction Speed (VLO) - Do not exceed this speed when retracting the landing gear. 130 128 Maximum Landing Gear Extended Speed (VLE) Do not exceed this speed with the landing gear extended. 200 197 2.5 AIRSPEED INDICATOR MARKINGS MARKING IAS Red Radial Line (Never Exceed) 203 KTS Yellow Arc (Caution Range - Smooth Air Only) 173 KTS to 203 KTS Green Arc (Normal Operating Range) 69 KTS to 173 KTS White Arc (Flap Down) 58 KTS to 120 KTS REPORT: VB-1300 ISSUED: JULY 1, 1986 2-2 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 1 (b) Engine Manufacturer Teledyne Continental (c) Engine Model No. TSIO-520-BE (d) Engine Operating Limits (1) Maximum Engine Speed 2600 RPM (2) Maximum Oil Temperature 240° F (3) Maximum Cylinder Head Temperature 460° F (4) Turbine Inlet Temperature a. Maximum Continuous 1750° F b. Maximum Temporary (30 Seconds) 1800° F (5) Maximum Manifold Pressure a. At or below 24000 feet 38.0 in. Hg. b. Above 24000 feet 35.0 in. Hg. (e) Oil Pressure Minimum (red line) 10 PSI Maximum (red line) 100 PSI (f) Fuel Flow Maximum (red line) 40.0 gal/hr (g) Fuel (AVGAS ONLY) (minimum grade) 100 or 100LL Aviation Grade (h) Number of Propellers 1 (i) Propeller Manufacturer Hartzell (j) Propeller Hub and Blade Model BHC-C2YF-1BF/F8052-( ) (k) Propeller Diameter (inches) Minimum 78 Maximum 80 (l) Blade Angle Limits Low Pitch Stop 16.0° ± 0.2° High Pitch Stop 38.0° ± 1° 2.9 LEANING LIMITATIONS Mixture full RICH at all engine powers above 2400 RPM and 31 inches of Hg. manifold pressure (75% power). ISSUED: JULY 1, 1986 REPORT: VB-1300 2-3 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU 2.11 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) 600 to 2600 RPM Red Line (Maximum) 2600 RPM (b) Manifold Pressure Green Arc (Normal Operating Range) 10 to 38.0 in. Hg Red Line (Takeoff Power) 38.0 in. Hg (c) Oil Temperature Green Arc (Normal Cruise Range) 100° to 200°F Red Line (Maximum) 240°F (d) Oil Pressure Green Arc (Normal Cruise Range) 30 PSI to 60 PSI Yellow Arc (Caution Range) (Idle) 10 PSI to 30 PSI Yellow Arc (Caution Range) (Start and Warm Up) 60 PSI to 100 PSI Red Line (Minimum) 10 PSI Red Line (Maximum) 100 PSI (e) Fuel Flow Green Arc (Normal Operating Range) 6 gal/hr. to 40 gal/hr. Red Line (Maximum) 40 gal/hr. (f) Turbine Inlet Temperature Green Arc (Normal Operating Range) 1200°F to 1750°F Red Line (Maximum) 1750°F (g) Cylinder Head Temperature Green Arc (Normal Operating Range) 240°F to 420°F Red Line (Maximum) 460°F (h) Vacuum Pressure Green Arc (Normal Operating Range) 4.8 to 5.2 in. Hg Red Line (Minimum) 4.8 In. Hg Red Line (Maximum) 5.2 In. Hg 2.13 WEIGHT LIMITS (a) Maximum Ramp Weight 4118 LBS. (b) Maximum Takeoff Weight 4100 LBS. (c) Maximum Landing Weight 3900 LBS. (d) Maximum Zero Fuel Weight 3900 LBS. (e) Maximum Baggage (100 lbs. each compartment) 200 LBS. NOTE Refer to Section 5 (Performance) for maximum weight as limited by performance. REPORT: VB-1300 ISSUED: JULY 1, 1986 2-4 REVISED: OCTOBER 14, 1991 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS 2.15 CENTER OF GRAVITY LIMITS Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 4100 143.3 147.1 3680 136.1 147.1 2450 (and less) 130.7 147.1 NOTES Straight line variation between points given. The datum used is 100.0 inches ahead of the forward pressure bulkhead. It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.17 MANEUVER LIMITS No acrobatic maneuvers including spins approved. 2.19 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) (1) Flaps Up 3.8 G (2) Flaps Down 2.0 G (b) Negative Load Factor (Maximum) No inverted maneuvers approved ISSUED: JULY 1, 1986 REPORT: VB-1300 2-5 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU 2.21 KINDS OF OPERATION EQUIPMENT LIST This airplane may be operated in day or night VFR, day or night IFR and known or forecast icing when the appropriate equipment is installed and operable. The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated and must be installed and operable for the particular kind of operation indicated. (a)Day VFR (1) Airspeed indicator (2) Altimeter (3) Magnetic compass (4) Tachometer (5) Oil pressure indicator (6) Oil temperature indicator (7) Fuel flow indicator (8) Manifold pressure indicator (9) Cylinder head temperature indicator (10) Turbine inlet temperature indicator (11) Fuel quantity indicator - each tank (12) Flap position indicator (13) Elevator/rudder trim position indicator (14) Volt-ammeter (15) Alternator (16) Gear position indicator lights (17) Gear warning horn (18) Safety restraint - each occupant (19) Hydraulic pressure gauge (b) Night VFR (1) All equipment required for Day VFR (2) Position lights (3) Instrument lights (4) Anti-collision (strobe) lights REPORT: VB-1300 ISSUED: JULY 1, 1986 2-6 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS 2.21 KINDS OF OPERATION EQUIPMENT LIST (Continued) (c) Day IFR (1) All equipment required for Day VFR (2) Vacuum pump (3) Gyro suction indicator (d) Night IFR (1) All equipment required for Day and Night VFR (2) All equipment required for Day IFR (e) Required For Pressurized Flight (1) Cabin Altimeter (2) Cabin differential pressure indicator (3) Cabin rate of climb indicator (4) Pressure control valve (5) Safety valve, pressure relief (6) Pressurization controller (7) Cabin altitude warning light (8) Vacuum pump (f) Required For Flight Into Known Icing Conditions (1) Refer to Section 9 Supplement 10. NOTE The above system and equipment list does not include specific flight instruments and communication/navigation equipment required by the FAR Part 91 and 135 operating requirements. 2.23 FUEL LIMITATIONS (a) Total Capacity.................................................................122 U.S. GAL. (b) Unusable Fuel.....................................................................2 U.S. GAL. The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical flight attitudes. (c) Usable Fuel.....................................................................120 U.S. GAL. The usable fuel in this airplane has been determined as 60 gallons in each wing. ISSUED: JULY 1, 1986 REPORT: VB-1300 2-7 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU 2.21 KINDS OF OPERATION EQUIPMENT LIST (CONTINUED) 2.25 OPERATING ALTITUDE LIMITATIONS Flight above 25,000 feet pressure altitude is not approved. Flight up to and including 25,000 feet is approved if equipped with avionics in accordance with F.A.R. 91 or F.A.R. 135. 2.27 CABIN PRESSURIZATION LIMITS (a) Pressurized flight operation approved at maximum cabin differ- ential pressure of 5.5 psi. (b) Pressurized landing not approved. 2.29 NOISE LEVEL The corrected noise level of this aircraft is 74.8 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. The above statement notwithstanding, the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise level test flights conducted in accordance with F.A.R. 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all F.A.R. 36 noise standards applicable to this type. 2.31 MAXIMUM SEATING CONFIGURATION The maximum seating capacity is 6 (six) persons. REPORT: VB-1300 ISSUED: JULY 1, 1986 2-8 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS 2.32 ICING INFORMATION "WARNING" Severe icing may result from environmental conditions outside of those for which the airplane is certified. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane. During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. Unusually extensive ice accumulation on the airframe and windshield in areas not normally observed to collect ice. Accumulation of ice on the upper surface of the wing, aft of the protected area. Accumulation of ice on the engine cowling and propeller spinner farther aft than normally observed. Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. All wing icing inspection lights must be operative prior to flight into known or forecast icing conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).] ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 2-9 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU REPORT: VB-1300 ISSUED: JULY 1, 1986 2-10 REVISED: FEBRUARY 25, 1999 2.33 PLACARDS In full view of the pilot: The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the normal category. Other operating limitations which must be complied with when operating this airplane in this category are contained in the airplane flight manual. No acrobatic maneuvers, including spins, approved. This aircraft approved for V.F.R., I.F.R., day and night icing flight when equipped in accordance with the Airplane Flight Manual. In full view of the pilot, the following takeoff and landing checklists will be installed: TAKEOFF CHECKLIST Fuel on Proper Tank Flaps Set Engine Gauges Checked Trim Set Induction Air - Primary Controls Free Seat Backs Erect Door Secured Mixture Set Air Conditioner Off Propeller Set Pressurization System - Set Fasten Belts/Harnesses LANDING CHECKLIST Fuel on Proper Tank Gear Down Seat Backs Erect Flaps Set Fasten Belts/Harnesses Air Conditioner Off Mixture - Rich Cabin Pressure - Depressurized Propeller - Set FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 2 PA-46-310P, MALIBU LIMITATIONS On the instrument panel in full view of the pilot: V A 135 KIAS at 4100 LBS (See A.F.M.) In full view of the pilot: VLO 170 DN, 130 UP VLE 200 MAX Near emergency gear release: EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE A.F.M. BEFORE RE-ENGAGEMENT On the face of the turbine inlet temperature gauge: CRUISE MIXTURE SETTING IS 50° LEAN OF PEAK T.I.T. (See A.F.M.) In full view of the pilot: WARNING TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR D U R I N G F L I G H T T H RO U G H C L O U D , FOG OR HAZE. Near the magnetic compass: CAUTION - COMPASS CALIBRATION MAY BE IN ERROR WITH ELECTRICAL EQUIPMENT OTHER THAN AVIONICS ON. ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 2-11 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-46-310P, MALIBU REPORT: VB-1300 ISSUED: JULY 1, 1986 2-12 REVISED: FEBRUARY 25, 1999 In full view of the pilot when the air conditioner is installed: WARNING - AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PERFORMANCE. On the inside of the forward baggage door: MAXIMUM BAGGAGE THIS COMPART- MENT 100 LBS. On aft baggage closeout: MAXIMUM BAGGAGE THIS COMPART- MENT 100 LBS. In full view of the pilot: PRESSURIZED LANDING NOT APPROVED Adjacent to fuel tank filler caps: Over emergency exit handle: EMERGENCY EXIT REMOVE GLASS PULL DOOR IN - LIFT UP FOR REFERENCE ONLY NOT FOR FLIGHT TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General 3-1 3.3 Emergency Procedures Checklist ............................................. 3-2 Engine Fire During Start ..................................................... 3-2 Engine Power Loss During Takeoff..................................... 3-2 Engine Power Loss In Flight ............................................... 3-2 Power Off Landing .............................................................. 3-3 Fire In Flight........................................................................ 3-4 Loss of Oil Pressure............................................................. 3-5 Loss of Fuel Flow ................................................................ 3-5 Engine Driven Fuel Pump Failure ....................................... 3-5 High Oil Temperature.......................................................... 3-5 High Cylinder Head Temperature........................................ 3-6 Turbine Inlet Temperature (TIT) Indicator Failure.............. 3-6 Electrical Failures ................................................................ 3-6 Electrical Overload .............................................................. 3-7 Propeller Overspeed ............................................................ 3-9 Emergency Landing Gear Extension ................................... 3-9 Spin Recovery...................................................................... 3-10 Engine Roughness ............................................................... 3-10 Emergency Descent ............................................................. 3-10 Pressurization System Malfunction..................................... 3-11 Cabin Air Contamination/Smoke Evacuation (Pressurized)................................................... 3-12 Gyro Suction Failure ........................................................... 3-12 Inadvertent Icing Encounter or Flight in Snow.............................................................................. 3-13 Hydraulic System Malfunction............................................ 3-13 Flap System Malfunction .................................................... 3-13 PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU NORMAL PROCEDURES ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 3-i FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-46-310P, MALIBU REPORT: VB-1300 ISSUED: JULY 1, 1986 3-ii REVISED: FEBRUARY 25, 1999 TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph Page No. No. 3.5 Amplified Emergency Procedures (General) ........................... 3-14 3.7 Engine Fire During Start .......................................................... 3-14 3.9 Engine Power Loss During Takeoff ......................................... 3-14 3.11 Engine Power Loss In Flight .................................................... 3-15 3.13 Power Off Landing ................................................................... 3-17 3.15 Fire In Flight............................................................................. 3-18 3.17 Loss of Oil Pressure ................................................................. 3-19 3.19 Loss of Fuel Flow..................................................................... 3-19 3.21 Engine Driven Fuel Pump Failure ............................................ 3-20 3.23 High Oil Temperature............................................................... 3-20 3.25 High Cylinder Head Temperature ............................................ 3-21 3.26 Turbine Inlet Temperature (TIT) Indicator Failure .................. 3-21 3.27 Electrical Failures..................................................................... 3-21 3.29 Electrical Overload................................................................... 3-22 3.31 Propeller Overspeed ................................................................. 3-24 3.33 Emergency Landing Gear Extension........................................ 3-24 3.35 Spin Recovery .......................................................................... 3-24 3.37 Engine Roughness .................................................................... 3-25 3.39 Emergency Descent .................................................................. 3-25 3.41 Pressurization System Malfunction.......................................... 3-26 3.43 Cabin Air Contamination/Smoke Evacuation .......................... 3-26 3.45 Gyro Suction Failure ................................................................ 3-27 3.47 Inadvertent Icing Encounter or Flight in Snow ................................................................................ 3-27 3.48 Hydraulic System Malfunction ................................................ 3-28 3.49 Flap System Malfunction ......................................................... 3-28 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of the required (FAA regulations) emergency procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented. Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided in Section 9 (Supplements). The first portion of this section consists of an abbreviated emergency checklist which supplies an action sequence for critical situations with little emphasis on the operation of systems. The remainder of the section is devoted to amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures are suggested as a course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as a power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-1 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU 3.3 EMERGENCY PROCEDURES CHECKLIST ENGINE FIRE DURING START Starter ...............................................................................................crank engine Mixture ................................................................................................idle cut-off Throttle ..........................................................................................................open Aux. fuel pump ..............................................................................................OFF Fuel selector...................................................................................................OFF Abandon if fire continues ENGINE POWER LOSS DURING TAKEOFF If sufficient runway remains for a normal landing, leave gear down and land straight ahead. If area ahead is rough, or if it is necessary to clear obstructions: Landing gear selector .......................................................................................UP If sufficient altitude has been gained to attempt a restart: Maintain safe airspeed Fuel selector....................................................................................switch to tank containing fuel Induction air....................................................................................ALTERNATE Aux. fuel pump ...........................................................................................HIGH Throttle...................................................................................................reduce as necessary (approx. 75% power) Upon restart, if normal engine operation is not established, promptly select LOW boost pump setting. CAUTION If normal engine operation and fuel flow is not immediately re-established, the aux. fuel pump should be turned OFF. The lack of fuel flow indication could indicate a leak in the fuel system. ENGINE POWER LOSS IN FLIGHT Fuel selector....................................................................................switch to tank containing fuel REPORT: VB-1300 ISSUED: JULY 1, 1986 3-2 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES Aux. fuel pump.............................................................................................LOW Induction air....................................................................................ALTERNATE Engine gauges .......................................................................check for indication of cause of power loss If power is restored: Induction air ........................................................................................PRIMARY Aux. fuel pump ..............................................................................................OFF If power is not restored within ten seconds: Aux. fuel pump ...........................................................................................HIGH Mixture .............................................................................................FULL RICH Throttle ..................................................................................approx. 75% power CAUTION If normal engine operation and fuel flow is not immediately re-established, the aux. fuel pump should be turned OFF. The lack of fuel flow indication could indicate a leak in the fuel system. If power is not restored, prepare for power off landing. Trim for 90 KIAS POWER OFF LANDING Prop control...............................................................................Full DECREASE Best gliding angle 90 KIAS Locate suitable field. Establish spiral pattern. 1000 ft. above field at downwind position for normal landing approach. When field can easily be reached slow to 77 KIAS for shortest landing. Touchdowns should normally be made at lowest possible airspeed with flaps as required. When committed to landing: Gear .....................................................................................................as required Throttle ..................................................................................................CLOSED Mixture ................................................................................................idle cut-off Magneto switches ..........................................................................................OFF ISSUED: JULY 1, 1986 REPORT: VB-1300 3-3 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU Aux. fuel pump ..............................................................................................OFF Fuel selector...................................................................................................OFF Flaps ....................................................................................................as required Battery switch ................................................................................................OFF ALTR switch(es)............................................................................................OFF Seat belt and harness......................................................................................tight FIRE IN FLIGHT Source of fire ...............................................................................................check NOTE If pressurized, the following procedure will result in an immediate loss of pressurization and the cabin altitude will rise at an uncontrolled rate. Electrical fire (smoke in cabin): Cabin dump switch ....................................................................................DUMP Cabin pressurization control ..............................................PULL to unpressurize After 5 second delay: Battery switch ................................................................................................OFF ALTR switch(es)............................................................................................OFF Cabin heat ......................................................................................................OFF CAUTION The dump valve will remain open if activated prior to turning the aircraft electrical system OFF. This provides maximum airflow through the cabin for smoke evacuation. Do not turn the cabin dump switch OFF. The dump valve will close and cannot be reactivated unless electrical power is turned on. Emergency descent ...................................................................below 12,500 feet Land as soon as possible. WARNING If emergency oxygen is installed, use ONLY if flames and heat are not present. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-4 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES Engine fire: Throttle ..................................................................................................CLOSED Mixture ................................................................................................idle cut-off Fuel selector...................................................................................................OFF Magneto switches ..........................................................................................OFF Aux. fuel pump....................................................................................check OFF Heater and defroster.......................................................................................OFF Proceed with power off landing procedure. LOSS OF OIL PRESSURE Land as soon as possible and investigate cause. Prepare for power off landing. LOSS OF FUEL FLOW Aux. fuel pump.............................................................................................LOW Fuel selector ....................................................................................check on tank containing usable fuel If power restored: Aux. fuel pump ..............................................................................................OFF Mixture ................................................................................................as required If power not restored within ten seconds: Aux. fuel pump ...........................................................................................HIGH Mixture .............................................................................................FULL RICH Throttle ..................................................................................approx. 75% power ENGINE DRIVEN FUEL PUMP FAILURE Throttle ........................................................................................................retard Aux. fuel pump ...........................................................................................HIGH Throttle........................................................................................reset as required Mixture........................................................................................reset as required CAUTION If normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned OFF. The lack of a fuel flow indication could indicate a leak in the fuel system. HIGH OIL TEMPERATURE Land at nearest airport and investigate the problem. Prepare for power off landing. ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 3-5 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU REPORT: VB-1300 ISSUED: JULY 1, 1986 3-6 REVISED: FEBRUARY 25, 1999 HIGH CYLINDER HEAD TEMPERATURE Power ..........................................................................................................reduce Mixture......................................................................................enrich if practical Land at nearest airport and investigate problem. TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE CAUTION Aircraft POH range and endurance data presented in Section 5 will no longer be applicable. Less range/endurance will result due to higher fuel flow/fuel consumption. If failure occurs during takeoff, climb, descent, or landing: Mixture .............................................................................................FULL RICH If failure occurs after setting cruise power: Mixture ...............................................................6 GPH fuel flow above value in section 5 Power Setting Table Cylinder Head and Oil Temperatures .................................................MONITOR NOTE Repair TIT indicator as soon as possible. ELECTRICAL FAILURES CAUTION The alternator output circuit breakers should never be opened manually when the alternators are functioning properly, as voltage regulator damage may occur. ALTERNATOR annunciator light illuminated Ammeter........................................................................................check to verify inop. alt. Reduce electrical loads to minimum ALTNR circuit breakers ...............................................................check and reset as required If ammeter shows zero ALTR switch(es) ......................................................................OFF for 1 second, then ON FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES If power not restored (single alternator system) ALTR switch..................................................................................................OFF Battery switch ................................................................................................OFF EMER BUS switch..........................................................................................ON Land as soon as practical. The battery is the only remaining source of electrical power. NOTE If the battery is depleted, the flaps will not operate and a flaps up landing will be required. The landing gear must be lowered using emergency extension procedures. The gear position lights will be inoperative. If power not restored (dual alternator system) ALTR switch (affected alternator) .................................................................OFF Electrical loads ...........................................................................................reduce Ammeter (operating alternator)................................................................monitor ELECTRICAL OVERLOAD (alternator more than 20 amps above known electrical load) AIRCRAFT EQUIPPED WITH SINGLE ALTERNATOR Electrical load.............................................................................................reduce ALTR No. 1 switch..........................................................................................ON Battery switch ................................................................................................OFF If alternator loads are reduced Electrical load ........................................................................reduce to minimum Land as soon as practical. NOTE Due to increased system voltage and radio noise, operation with ALTR No. 1 switch ON and the battery switch OFF should be made only when required by an electrical system failure. ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 3-7 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU If alternator loads are not reduced ALTR No. 1 switch ........................................................................................OFF Battery switch ................................................................................................OFF EMER BUS switch..........................................................................................ON Land as soon as possible. Anticipate complete electrical failure. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative. The flaps will also be inoperative and a flaps up landing will be required. AIRCRAFT EQUIPPED WITH DUAL ALTERNATORS Electrical load....................................................................reduce below 60 amps ALTR No. 1 switch ........................................................................................OFF ALTR No. 2 switch..........................................................................................ON Battery switch ................................................................................................OFF If alternator loads are reduced Electrical load ........................................................................reduce to minimum ALTR No. 1 switch..........................................................................................ON Land as soon as practical. NOTE Due to increased system voltage and radio noise, operation with the ALTR switches ON and the battery switch OFF should be made only when required by an electrical system failure. If alternator loads are not reduced Battery switch..................................................................................................ON ALTR No. 2 switch ........................................................................................OFF ALTR No. 1 switch..........................................................................................ON If overload is not present, continue flight with ALTR No. 2 switch OFF. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-8 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES If overload still persists ALTR No. 1 switch ........................................................................................OFF ALTR No. 2 switch ........................................................................................OFF Battery switch ................................................................................................OFF EMER BUS switch..........................................................................................ON Land as soon as possible. Anticipate complete electrical failure. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative. The flaps will also be inoperative and a flaps up landing will be required. PROPELLER OVERSPEED Throttle ........................................................................................................retard Oil pressure ..................................................................................................check Prop control .......................................................................full DECREASE rpm, then set if any control available Airspeed......................................................................................................reduce Throttle ................................................................................as required to remain below 2600 rpm EMERGENCY LANDING GEAR EXTENSION If all electrical power has been lost, the landing gear must be extended using the following procedures. The gear position indicator lights will not illuminate. Prior to emergency extension procedure: Battery switch .......................................................................................check ON Circuit breakers............................................................................................check DAY/NIGHT dimmer switch ...................................................DAY (in daytime) If landing gear does not check down and locked: Airspeed .......................................................................................below 90 KIAS Hydraulic pump circuit breaker (25 amp)...................................................PULL Landing gear selector................................................................................DOWN Emergency gear extend control...................................................................PULL (while fishtailing airplane) CAUTION The emergency gear extension procedure will require the pilot to pull the emergency gear extend control knob through a region of high resistance (up to 25 pounds) in order to reach the stop and extend the landing gear. ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: OCTOBER 31, 1997 3-9 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU SPIN RECOVERY Rudder...........................................................................................full opposite to direction of rotation Control wheel...........................................................................full forward while neutralizing ailerons Throttle ..................................................................................................CLOSED Rudder.....................................................................neutral (when rotation stops) Control wheel ..................................................................as required to smoothly regain level flight attitude ENGINE ROUGHNESS Mixture..............................................................adjust for maximum smoothness Induction air....................................................................................ALTERNATE Aux. fuel pump.............................................................................................LOW Fuel selector ............................................................................select another tank EMERGENCY DESCENT NOTE If pressurized, the following procedure will result in an immediate loss of pressurization and the cabin altitude will rise at an uncontrolled rate. Seat belts and shoulder harnesses ...............................................................secure Throttle ..................................................................................................CLOSED Prop control.................................................................................full INCREASE Mixture ................................................................................................as required Landing gear .............................................................................................DOWN (170 KIAS max.) Flaps .................................................................................................................UP REPORT: VB-1300 ISSUED: JULY 1, 1986 3-10 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES SMOOTH AIR Airspeed after landing gear is fully extended................................180-200 KIAS ROUGH AIR Airspeed after landing gear is fully extended .......................4100 lbs. 135 KIAS 2450 lbs. 103 KIAS PRESSURIZATION SYSTEM MALFUNCTION Should the differential pressure rise above 5.5 psi maximum or a structural failure appear imminent, proceed as follows: Cabin dump switch ....................................................................................DUMP Cabin pressurization control ..............................................PULL to unpressurize Emergency descent ...................................................................below 12,500 feet NOTE If emergency oxygen is installed, don masks, activate oxygen generators, and check flow. Descend below 12,500 feet. Should the aircraft suddenly lose pressurization, proceed as follows: Cabin dump switch ..............................................................................check OFF Cabin pressurization control...................................................................check IN Emergency descent ...................................................................below 12,500 feet NOTE If emergency oxygen is installed, don masks, activate oxygen generators, and check flow. Descend below 12,500 feet. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-11 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU CABIN AIR CONTAMINATION/SMOKE EVACUATION (Pressurized) Cabin dump switch ....................................................................................DUMP Cabin pressurization control ..............................................PULL to unpressurize Vent/Defog fan ................................................................................................ON Cabin recirculation fan...................................................................................OFF Storm window .............................................................................................closed Emergency descent ...................................................................below 12,500 feet NOTES If emergency oxygen is installed, don masks, activate oxygen generators, and check flow. Descend below 12,500 feet. If fumes/smoke dissipate land as soon as practical to investigate problem. If fumes/smoke persist, refer to Fire in Flight paragraph 3.15. GYRO SUCTION FAILURE (Suction below 4.8 in. Hg.) (Aircraft not equipped with stand-by vacuum pump) Unpressurized flight Cabin dump....................................................................................................OFF Cabin pressurization control .............................................................................IN Cabin differential pressure ...........................................................above 2.3 PSID Pressurized flight Cabin differential pressure ...........................................................above 2.3 PSID NOTES Cabin pressurization will supply a backup vacuum source above 2.3 PSID. Monitor electrical directional gyro. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-12 REVISED: OCTOBER 14, 1991 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES INADVERTENT ICING ENCOUNTER OR FLIGHT IN SNOW Pitot heat..........................................................................................................ON Cabin heat .................................................................................................full ON Windshield defrost...........................................................................................ON Vent/Defog Fan................................................................................................ON Change heading and/or altitude to exit icing conditions or snow. Induction air.............................................................................................monitor, ALTERNATE if required HYDRAULIC SYSTEM MALFUNCTION HYD PUMP annunciator light illuminates continuously, or cycles on and off rapidly. HYD PUMP circuit breaker............................................................................pull Land as soon as possible and investigate the cause. FLAP SYSTEM MALFUNCTION FLAPS annunciator light illuminated. FLAP WARN/RESET circuit breaker Pull and reset Verify normal flap operation. If FLAPS annunciator light remains illuminated: FLAP MOTOR circuit breaker .......................................................................Pull Land as soon as possible and investigate the cause. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-13 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE FIRE DURING START Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above), if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valve should be OFF and the mixture at idle cut-off if an external fire extinguishing method is to be used. 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. If sufficient runway remains to complete a normal landing, leave the landing gear down and land straight ahead. If the area ahead is rough, or if it is necessary to clear obstructions, move the landing gear selector switch to the UP position and prepare for a gear up landing. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Move the induction air lever to the ALTERNATE position. Turn the auxiliary fuel pump on HIGH and retard the throttle until power is regained (approx. 75%). REPORT: VB-1300 ISSUED: JULY 1, 1986 3-14 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES Upon restart, if normal engine operation is not established promptly, select LOW pump setting. If engine failure was caused by engine driven fuel pump failure the throttle must be retarded to regain power. The auxiliary fuel pump will not supply sufficient fuel to run the engine at full power. If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with Power Off Landing procedure (refer to paragraph 3.13). CAUTION Actuation of the HIGH switch position of the auxiliary fuel pump after the engine is operating normally will cause engine roughness and/or power loss. 3.11 ENGINE POWER LOSS IN FLIGHT Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored. The first step is to prepare for a power off landing (refer to paragraph 3.13). An airspeed of at least 90 KIAS should be maintained. If altitude permits, switch the fuel selector to another tank containing fuel and turn the auxiliary fuel pump on LOW. Reset the mixture control as required and move the induction air to ALTERNATE. Check the engine gauges for an indication of the cause of the power loss. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-15 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU If power is restored move the induction air to the PRIMARY position (unless induction ice is suspected). Turn OFF the auxiliary fuel pump and adjust the mixture control as necessary. If power is not restored within ten seconds, select auxiliary fuel pump switch to HIGH, mixture FULL RICH and throttle to approximately 75% power. CAUTION If normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned OFF. The lack of fuel flow indication could indicate a leak in the fuel system. If the preceding steps do not restore power, prepare for a power off landing. If previous procedure has not restored power and time permits, place auxiliary fuel pump to LOW. Secure one mag at a time, then back to both ON. Move the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. Water in the fuel could take some time to be used up, and allowing the engine to windmill may restore power. If power loss is due to water, fuel flow indications will be normal. If engine failure was caused by fuel exhaustion, power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to paragraph 3.13). CAUTION The auxiliary fuel pump has no standby function. Actuation of the HIGH switch position after the engine is operating normally will cause engine roughness and/or power loss. If the auxiliary fuel pump switch or primer switch fails causing the auxiliary fuel pump to be activated in the HIGH mode while the engine driven fuel pump is operating normally, engine roughness and or/power loss will occur. Should this condition exist pull out the L. FUEL or R. FUEL pull-type circuit breaker for the selected fuel tank. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-16 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES 3.13 POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft for best gliding angle, (90 KIAS) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. At best gliding angle, with no wind, with the engine windmilling and the propeller control in full DECREASE rpm, the aircraft will travel approximately 2 miles for each thousand feet of altitude. If possible, notify the FAA or any other authority by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow to 77 KIAS with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Whether to attempt a landing with gear up or down depends on many factors. If the field chosen is obviously smooth and firm, and long enough to bring the plane to a stop, the gear should be down. If there are stumps or rocks or other large obstacles in the field, the gear in the down position will better protect the occupants of the aircraft. If however, the field is suspected to be excessively soft or short, or when landing in water of any depth, a wheels-up landing will normally be safer and do less damage to the airplane. Touchdowns should normally be made at the lowest possible airspeed with flaps as required. When committed to landing, verify the landing gear selector position as required by field conditions. Close the throttle, move the mixture to idle cut- off, and shut OFF the magneto switches. Move the fuel selector valve to OFF. After final flap setting, turn the battery and alternator switch(es) OFF. The seat belts and shoulder harness (if installed) should be tightened. NOTE If the battery and alternator switch(es) are OFF, the gear position lights and flaps will be inoperative. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-17 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, smell and heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of smoke, or other indications since the action to be taken differs somewhat in each case. Check for the source of the fire first. If an electrical fire is indicated (smoke in cockpit), activate the cabin dump switch and PULL the cabin pressurization control to clear the smoke. After a delay of 5 seconds the battery and alternator switches and the cabin heat should be turned OFF. CAUTION The dump valve will remain open if activated prior to turning the aircraft electrical system OFF. This provides maximum airflow through the cabin for smoke evacuation. Do not turn the cabin dump switch OFF. The dump valve will close and cannot be reactivated unless electrical power is turned ON. An emergency descent should be executed to an altitude of 12,500 feet or less and a landing made as soon as possible. WARNING If emergency oxygen is installed, use ONLY if flames and heat are not present. If an engine fire is present, close the throttle, move the mixture control to idle cut-off and place the fuel selector in the OFF position. Turn the magneto switches OFF and check that the auxiliary fuel pump is OFF. In all cases, the heater and defroster should be OFF. If radio communication is not required turn the battery and alternator switch(es) OFF. If the terrain permits, a landing should be made immediately. Remember the flaps and landing gear position lights become inoperative with the battery and alternator switch(es) OFF. Ensure battery and alternator switch(es) are OFF after final flap and gear selection is made. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-18 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in such an emergency. 3.17 LOSS OF OIL PRESSURE Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a power off landing can be accomplished. Do not change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close. If engine stoppage occurs, proceed with Power Off Landing procedure (refer to paragraph 3.13). 3.19 LOSS OF FUEL FLOW The most probable cause of loss of fuel flow is either fuel depletion in the fuel tank selected or failure of the engine driven fuel pump. If loss of fuel flow occurs, turn the auxiliary fuel pump on LOW and check that the fuel selector is on a tank containing usable fuel. If power is restored, turn OFF the auxiliary fuel pump and adjust the mixture control as necessary. ISSUED: JULY 1, 1986 REPORT: VB-1300 3-19 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU If power is not restored within ten seconds, select auxiliary fuel pump switch to HIGH, mixture FULL RICH and throttle to approximately 75% power. CAUTION If normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned OFF. The lack of a fuel flow indication could indicate a leak in the fuel system. If loss of fuel flow is due to failure of the engine driven fuel pump the HIGH position of the auxiliary fuel pump will supply sufficient fuel flow for approximately 75% power or less. Adjust the throttle and mixture as required for smooth engine operation. 3.21 ENGINE DRIVEN FUEL PUMP FAILURE If an engine driven fuel pump failure is indicated, retard the throttle and turn the auxiliary fuel pump on HIGH. The throttle and mixture should then be reset as required. The HIGH position of the auxiliary fuel pump will supply fuel flow for approximately 75% power or less. A landing should be made at the nearest appropriate airport as soon as possible and the cause of the failure investigated. CAUTION If normal engine operation and fuel flow is not immediately re-established, the aux. fuel pump should be turned OFF. The lack of a fuel flow indication could indicate a leak in the fuel system. 3.23 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. REPORT: VB-1300 ISSUED: JULY 1, 1986 3-20 FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES A steady rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure. 3.25 HIGH CYLINDER HEAD TEMPERATURE Excessive cylinder head temperature may parallel excessive oil temperature. In any case, reduce power and/or enrich the mixture as necessary. If the problem persists, land as soon as practical at an appropriate airport and have the cause investigated. Do not operate in cruise with a mixture setting other than 50° lean of peak T.I.T. 3.26 TURBINE INLET TEMPERATURE (TIT) INDICATOR FAILURE CAUTION Aircraft POH range and endurance data presented in Section 5 will no longer be applicable. Less range/endurance will result due to higher fuel flow/fuel consumption. If TIT indication fails during takeoff, climb, descent or landing, maintain FULL RICH mixture to assure adequate fuel flow for engine cooling. If TIT indication fails after cruise power has been set, maintain cruise power setting and lean to 6 GPH fuel flow above that specified in the Power Setting Table in Section 5 of this handbook. Continually monitor engine cylinder head and oil temperatures to avoid exceeding limits. The TIT indicating system must be repaired as soon as possible after failure has occurred. Continued operation with failed TIT indication is not authorized. 3.27 ELECTRICAL FAILURES CAUTION The alternator output circuit breakers should never be opened manually when the alternators are functioning properly, as voltage regulator damage may occur. Loss of alternator output is detected through zero reading on the ammeter and illumination of the ALTERNATOR annunciator light. Before executing the following procedure, ensure that the reading is zero and not merely low by momentarily actuating an electrically powered device, such as the taxi lights. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the ALTNR circuit breakers for an open circuit. ISSUED: JULY 1, 1986 REPORT: VB-1300 REVISED: FEBRUARY 25, 1999 3-21 FOR REFERENCE ONLY NOT FOR FLIGHT SECTION 3 PIPER AIRCRAFT CORPORATION EMERG PROCEDURES PA-46-310P, MALIBU REPORT: VB-1300 ISSUED: JULY 1, 1986 3-22 REVISED: FEBRUARY 25, 1999 The next step is to attempt to reset the alternator control unit. This is accomplished by moving the ALTR switch to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition (32 volts and up) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate zero output, or if the alternator will not remain reset, the course of action depends on the alternator system installed. If the aircraft is equipped with a single alternator, turn OFF the ALTR switch. Turn the battery switch OFF and turn the EMER BUS switch ON. Activation of the emergency bus switch will allow the use of the minimum equipment necessary to operate the aircraft and will provide maximum flight time prior to battery depletion. (Refer to the Electrical Schematics in Section 7 for a list of electrical equipment supplied by the emergency bus.) Land as soon as practical. All electrical load is being supplied by the battery. If the aircraft is equipped with dual alternators, turn OFF the ALTR switch of the affected alternator, insure electrical loads are below 60 amps, and continue the flight. Monitor the ammeter of the operating alternator since the ALTERNATOR annunciator light will remain on. The ammeter is the only indication of the condition of the remaining alternator. 3.29 ELECTRICAL OVERLOAD (Alternator more than 20 amps above known electrical load) If abnormally high alternator output is observed (more than 20 amps above known electrical load for the operating conditions) it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery, the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists, use the following procedure to determine the probable cause and appropriate action to be taken. (a) Reduce the electrical load as much as possible. If equipped with dual alternators ensure that the total load is less than 60 amps. (b) If the aircraft is equipped with dual alternators, turn the ALTR No. 1 switch OFF and turn the volt/ammeter selector switch to monitor alternator No. 2. NOTE The alternator annunciator light will be illuminated when either ALTR switch is in the OFF position. FOR REFERENCE ONLY NOT FOR FLIGHT PIPER AIRCRAFT CORPORATION SECTION 3 PA-46-310P, MALIBU EMERG PROCEDURES (c) Ensure that the ALTR No. 1 switch is ON for single alternator equipped aircraft or that the ALTR No. 2 switch is on for dual alternator aircraft. Turn the battery switch OFF. (1) If the ammeter indication decreases, a battery fault is indicated. Turn the battery switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the battery switch OFF, turn the ALTR No. 1 switch ON if equipped with dual alternators and land as soon as practical. All electrical loads are being supplied by the alternator(s). NOTE Due to higher voltage and radio frequency noise, operation with the ALTR switch(es) ON and the battery switch OFF should be made only when required by an electrical failure. (2) If the ammeter indication does not decrease when the battery switch is turned OFF, an alternator fault is indicated. If the aircraft is equipped with a single alternator, turn the ALTR No. 1 switch OFF and the battery switch OFF and turn the EMER BUS switch ON. Activation of the emergency bus switch will allow the use of the minimum equipment necessary to operate the aircraft and will provide maximum flight time prior to battery depletion. Refer to the Electrical Schematics in Section 7 for a list of equipment supplied by the emergency bus. All electrical loads are being supplied by the battery. If the aircraft is equipped with dual alternators, turn the battery switch ON, the ALTR No. 2 switch OFF and the ALTR No. 1 switch ON. If the overload condition is not present, the fault is in the No. 2 alternator. Continue the flight with the ALTR No. 2 switch OFF. If the overload condition persists, turn both ALTR switches OFF and the battery switch OFF and turn the EMER BUS switch ON. All electrical loads are being supplied by the battery. Land as soon as possible. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lig