AZTEC F INFORMATION MANUAL

2-i Revised idex per text. 2-2 Added Best S.E. Angle of Climb Speed to item 2.3. 2-7 Revised item 2.19 (c)Note. 2-8 Added items 2.21, 2.23 and 2.25 from page 2-9; added new item 2.27 (Crew Limits). 2-9 Relocated items 2.21, 2.23 and 2.25 to page 2-8; revised Placard's item no. (2.27to 2.29); added placards from page 2-10. 2-10 Relocated placards to page 2-9. 3-i Revised index per text. 3-3 thru Emergency Procedures revised completely. 3-16 3-17, 3-18 Added pages. 4-2 Added Best Angle of Climb Speed. 4-13 Revised item 4.21 (Takeoff). 5-5 Revised item 5.5 (f) (Cruise). 5-13 Revised Stall Speeds Graph (New Curve). 5-21 Revised Multi-Engine Climb Performance Graph (Climb Speed). 5-22, 5-24 Revised Example and mixture condition. 5-26 Revised mixture condition. 5-28 Revised mixture condition. 5-39, 5-40 Revised mixture condition in NOTE. 541 Added item 4. 5-49, 5-50 Revised mixture condition in NOTE. 5-51 Revised Figure Title (addedTurbo). 5-56 Revised Example. 5-59, 5-60 Added Engine Designation. 6-17 Revised Forward C.G. Limits (95 to 99). 6-33 Revised items 105 and 107. 6-37 Revised items 167 and 169. 6-43 Added item 216 (ELT). 6-45 Revised items 251 and 253. 6-47 Added items 294 (Glide Slope Coupler), 297 (FCS-810 AFCS w/o F/D) and 299 (FCS-810 AFCS with F/D). 6-49 Revised items 311, 313, 315, 317, 319 and 321; relocated item 323 to page 6-50. 6-50 Added and revised item 323 from page 6-49; added item 324 (CTM-1-23). 6-52 Revised item 399. 6-53 Revised items 413, 415, 417, 421, 423, 425, 427, 429, 431; added item 433 (CLC-60). REPORT: 1948 iv-b PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Revised FAA Approval Number and Pages Description of Revision Signature and Code Date Rev. 3 - 761 594 6-55 Revised item 455; added items 461, 463, 464 and (PR760917) 465 (Encoding Altimeters). (cont) 6-56 Added item 481 (KI-226); revised items 483 and 484; added item 487 (ADF/RMI). 6-61 Revised item 603. 7-9 Revised Para. 7.17 (Landing Gear). 7-15 Added Nomenclature to illustration (Fuel Controls). 7-20 Revised Para. 7.29 (Gyro Vacuum System). 7-33 Revised Para. 7.47 (Oxygen System). 7-34 Added Figure 7-32 (Oxygen Duration Chart). 7-35 Revised Para. 7.51 (Cabin Features). 7-36 Added nomenclature to illustration (Cabin Door Latches). 7-38, 7-39 Revised Para. 7.61 (ELT). 8-5 Revised item 8.9 (c) (2). 8-6 Revised item 8.9 (d) (4). 8-10 Revised Para. 8.23 (Oil Recom. Table); revised item 8.25 (a);relocated item 8.25 (c) to page 8-11. 8-11 Added item 8.25 (c) from page 8-10; revised item 8.25 (d), 9-i Added Supplements 8 and 9. 9-3 Revised Section 1 - General. 9-4 Added item (f), Section 4. 9-5 Revised Section 1 and Section 2 item a. - Note. 9-6 Revised EGT Green Arc. 9-7 Added Best Single Engine Angle of Climb Speed to item (f), Section 2. 9-1 1, 9-17, Revised Section 1 - General. 9-23, 9-31, 9-35 9-39 thru Added pages (FCS-810 AFCS Without Flight 9-46 Director). 947 thru Added pages (FCS-810 AFCS With Flight Director). 9-52 1 1 Revised items (h) and (k). Paul E. Everly Sept. 17, 1976 Rev. 4 - 761 594 4-17 Deleted item 4.39 (c) (3) - Crossfeed Operation Paul E. Everly (PR761119) During Single Engine Operation.1 Nov. 19, 1976 REPORT: 1948 iv-c PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 5 - 761 594 1-6 Added Vsse to para. 1.19; relocated material to (PR770411) page 1-7. 1-7 Added relocated material from page 1-6; re- located material to page 1-8. 1-8 Added relocated material from page 1-7. 2-2 Revised calibrated Vxse in para. 2.3. 2-9 Revised forward baggage compartment placard; relocated material to page 2-10. 2-10 Revised rear baggage compartment placard; added relocated material from page 2-9. 3-3 Revised Speeds in para. 3.3, added Vsse. 3-5 Revised Air Start procedure in para. 3.3. 3-12 Revised Air Start procedure in para. 3.7. 4-2 Added item (k), Vsse, to para. 4.3. 4-12 Added info to para. 4.19. 5-5 Revised flight planning example. 5-9 Added Figures 5-2 and 5-4. 5-1 1 Relocated example in Fig. 5-1. 5-11a Added Fig. 5-2, Airspeed Calibration - Alternate Source. 5-11b Relocated Fig. 5-3 from page 5-12. 5-12 Added Fig. 5-4, Altimeter Correction - Alternate Source. 6-16 Revised Moment. 6-34 Added item 117, OAT gauge. 6-49 Added Dwg. 15903-2 to item 321. 6-53 Revised item 429 to 428; added items 429 & 430, KN-74 per Dwg. 15976-7, -8 respectively; relocated item 433 to page 6-54. 6-54 Added item 433 from page 6-53. 6-55 Added item 469, RDR-150 per PAC Dwg. 28297-2. 6-61 Revised Moment for item 615. 7-2 Added info to para. 7.7. 7-12 Revised info in para. 7.21. 7-23 Added info to para. 7.31. 8-6 Revised item (d) (6) in para. 8.9. 8-13 Added info to items (c) (6) and (d) (5) in para. 8.29. 8-14 Revised para. 8.29 (h) info. 9-3 Revised placard in Section 2 - Limitations. 9-6 Revised EGT lower arc limit in item (e). 9-7 Revised calibrated Vxse in item (f). 9-39 Added item (g)to Section 2. 9-42 Added info to Section 4 (d). 947 Added item (g)to Section 2. REPORT: 1948 iv-d PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 5 - 761 594 9-50 Added info to Section 4 (d). R.L. Taylor (PR7704 l 1) 10-3 Added tip (s). Apri , 77 (cont) Rev. 6 -761 594 1-11, 1-12, Revised para. 1.21, Conversion Factors. (PR770826) 1-13, 1-14 5-52 Added key to Figure 5-79. 6-35 Added item 145. 6-48 Added items 301, 303 and 305. 9-i Added AltiMatic X Supplement. 9-53 thru Added pages (added Supplement 10, Altimatic X) Paul E. Everly 9-64 August 26, 1977 Rev. 7 - 761 594 1-4 Revised footnote. (PR771202) 3-i Revised pg. no. 3-3 Revised Note under Engine Securing Procedures; revised Engine Failure During Takeoff procedure. 3-4 Revised Note under Single Engine Landing; added footnote. 3-5 Revised Single Engine Go-Around procedure; added footnote; relocated Emergency Gear Extension to pg. 3-6. 3-6 Added info. form page 3-5; relocated Going Into Crossfeed to pg. 3-7. 3-7 Added Going Into Crossfeed from pg. 3-6. 3-9 Revised and added Note to Engine Securing Procedure; relocated Engine Failure During Takeoff (between64 KIAS and 83 KIAS) to pg. 3-10. 3-10 Added info. from pg. 3-9; relocated info. from Engine Failure During Flight (Below 64 KIAS) to pg. 3-11. 3-11 Added info. from pg. 3-10; revised Single Engine Landing info. 3-12 Revised Single Engine Go-Around Procedure; added footnote. 3-14 Revised Extending Gear With CO2 procedure. 4-i Revised pg. no. 4-6 Added info. to Before Starting Engines and Starting Engines; relocated Pre-Taxi and during Taxi to pg. 4-7. 4-7 Added info. from pg. 4-6. 4-8 Added info. to Shut Down. REPORT: 1948 iv-e PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Reavised Description of Revision Signature and Code Date Rev. 7 - 761 594 4-9 Revised para. 4.9, Preflight Check info. (PR771202) 4-10 Added info. to para. 4.11, Before Starting , (cont) Engines; relocated para. 4.13, Starting Engines to pg. 4-11. 4-11 Added info. from pg. 4-10; added info. to para. 4-13, Starting Engines and 4.15, Pre-Taxi and During Taxi; relocated info to pg. 4-12. 4-12 Added info. from pg. 4-11; relocated info to pg. 4-13. 4-13 Added info. from pg. 4-12; relocated info. to pg. 4-14. 4-14 Added info. from pg. 4-13; relocated info. to pg. 4-15. 4-15 Added info. from pg. 4-14; revised para. 4.31, Go-Around. 4-16 Added info. to para. 4.35, Shut Down. 5-39. 5-40 Revised Turbo Cruise Curves. 6-27 Added item 35. 7-i Revised page no. 7-10 Revised para. 7.21, Hydraulic System. 7-11 Added serial no. effectivity and (Single Hydraulic Pump) to Figure 7-11. 7-12 Relocated para. 7.21 info. and para. 7.23 to pg. 7-12a; added Figure 7-8. 7-12a, 7-12b Added page (addedinfo. from pg. 7-12). 7-38 Revised para. 7.61, Emergency Locator Trans. 9-53 Revised Section 2, item (d). 9-56 Revised illustration and item (b) under para. 4.2, Cockpit Control and Functions. Paul E. Everly 9-57 Revised item 4.2 (k). December 2, 1977 9-61 Revised para. (d) (3). Rev. 8 - 761 594 iv-f Added page 9-61 to Rev. 7 log. (PR780601) 1-5 Revised VMc definition. Relocated info. to pg. 1-6. 1-6 Added relocated info. from pg. 1-5; revised VSSE definition. 2-1 Revised VMC Y MŒ· 3-3 Revised para. 3.3 speeds; added kit no. to ser. no. effectivity. 3-4 Added kit no. to ser. no. ëfféctivity. 3-5 Revised Single Engine Go-Around; added kit no. to footnote. 3-9 Added kit no. to NOTE. 3-11 Added kit no. to ser. no. effectivity. REPORT: 1948 iv-f PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 8 - 761 594 3-12 Ãddedkit no. to ser. no. effectivity. (PR780601) 3-14 Added kit no. to ser. no. effectivity. (cont) 4-i Added para. 4.41 and 4.43. 4-2 Revised para. 4.3 (f) and (k) 4-10 Revised para. 4.11. 4-16 Revised para. 4.35. 4-18 Added para. 4.41 and 4.43. 4-19 Added new page. 6-1 Revised para. 6.1. 6-27 Added footnote. 6-39 Added item 193. 6-53 Added new item 419; relocated item 431 to pg. 6-54. 6-54 Added item 431 from 6-53; added new item 435. 7-10 Revised para. 7.21. 7-11 Revised Fig. 7-7. 7-12 Revised Fig. 7-8. 7-24 Revised Fig. 7-23. 7-26 Added info. to para. 7.35. 9-23, 9-24 Completely revised Supplement 5. Paul E. Everly: 9-25, 9-26 June 1, 1978 9-27, 9-28 9-29 Rev. 9 -761549 1-6 Corrected spelling. (PR780904) 1-12 Revised ft-lb and kg conversions. 1-13 Revised spelling. 5-25,5-26 Revised Associated Conditions 6-47 Revised item 294. 6-48 Revised items 301, 303 and 305; added items 307 and 309. 6-49 Revised items 311, 313, 315, 317 and 319; revised and relocated item 321 to pg. 6-50; revised item no. 6-50 Added items 327 and 329. 6-50a Added pg. (addeditem 331) 6-50b Added pg. 6-51 Added item 364. 6-52 Revised item nos.; added items 394 and 395; relocated items 399 and 401 to pg. 6-53. 6-53 Added items 396, 397 and 398; added items 399 and 401 from pg. 6-52; revised item nos; relocated items to pg. 6-54. REPORT: 1948 iv-g PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 9 - 761 549 6-54 Added items 417, 418, 419 and 420; (PR780904) added items from pg. 6-53; relocated items (cont) to pg. 6-55; added items 430 and 431. 6-55 Added items 432 and 433; added items from pg. 6-54; relocated items to pgs. 6-56 and 6-57 6-56 Added items from pg. 6-54; added items 461, 462, 466 and 467; relocated items to pgs. 6-57, 6-58 and 6-59. 6-57 Added items from pgs. 6-55 and 6-56; relocated items to pg. 6-59. 6-58 Added items from pg.6-56; relocated items to pg. 6-60. 6-59 Added items from pgs. 6-56 and 6-57. 6-60 Added items from pg. 6-58; added items 559 and 561. 7-38,7-39 Revised ELT info. 7-40 Added ELT info. 9-i Added Supplement 11,KFC 200 AFCS (withoutFlight Director) and Supplement 12, KFC 200 AFCS (with Flight Director). 9-65 thru Added Supplement 11,KFC 200 AFCS Ç 9-72 (withoutFlight Director) 9-73 thru Added Supplement 12, KFC 200 AFCS Mverly 9-82 (withFlight Director). Sept. 4, 1978 Rev. 10 - 761 549 6-43 Added item 214. ~Tul E. Everly (PR781012) Oct. 12, 1978 Rev. 11 - 761 594 l-2 Added serial numbers Fig. 1-1. (PR790810) 1-2a New three view Fig. 1-la. l-2b New page. 1-4 Revised para. 1.13 2-i Added para. 2.28. 2-8 Added para. 2.28. 2-9 Added serial numbers. 2-10 Revised warning. 3-3 Added foot note. 3-6 Added serial numbers. 3-11 Added foot note. 3-14 Revised para. Extending Gear with CO2. 6-1 Revised para. 6.1. 6-27 Revised items 17,21,27,33. Added foot note. 6-31 Revised item 73; added item 83. 6-35 Added foot note. 6-37 Added foot note. REPORT: 1948 iv-h PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision . FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 11 - 761 594 6-43 Revised item 223. (PR790810) 6-45 Added item 252. (cont) 6-49 Changed item 311 to 310. Added item 311, Moved items 317 and 319 to pg. 6-50. 6-50 Added item 316. Relocated 317 and 319 from pg. 6-49. Moved items 327 and 329 to pg. 6-50a. 6-50a Revised item 327. Relocated items 327 and 329 From pg. 6-50. 6-52 Added items 385 and 387. 6-53 Changed 409 to 407. Added items 403, 405, and 407. Moved items 414, 415 and 416 to pg. 6-54. 6-54 Changed item 421 to 420. Added item 421. Relocated items 414, 415 and 416 from pg. 6-53. Moved items 228, 229, 230 and 231 to pg. 6-55. 6-55 Relocated items 228, 229, 230 and 231 from pg. 6-54. Moved items 444 and 449 to pg. 6-56. 6-56 Relocated items 444 and 449 From pg. 6-55. Changed item 457 to 458; 458 to 459; 459 to 460; 460 to 461; 461 to 462; and 462 to 463. Added items 454 and 457. Revised item 455 and 463. Moved item 467 to pg. 6-57. 6-57 Relocated item 467 from pg. 6-56. Relocated items 482 and 483 from pg. 6-58. 6-58 Changed item 487 to 486 and 489 to 490. Revised items 482, 483 and 488. Added items 487 and 489. 7-13 Revised para. 7-25. 7-14 Revised Fig. 7-9. 7-20 Revised Warning. 8-2 Revised para. 8.3 9-8 Changed para. j to k. Added para. j. Moved Section 4 to pg. 9-9. 9-9 Relocated Section 4 from pg. 9-8. 9-65 Revised Section 1 and Abbreviations. 9-66 Revised Section 2 and Section 3. 9-67 Revised para. c,d,and e. Moved caution to pg. 9-68. 9-68 Relocated caution from pg.9-67. Change para c to d; d to e, and e to f, added para. c. Revised para. b, and d. Change para. f to g and g to h Moved para e, f and g to pg. 9-69. 9-69 Relocated para. e,f and g from pg. 9-68. Moved part of para. h to pg. 9-70. 9-70 Relocated Part of para. h from pg. 9-69. Change para. h toi. Move part ofpara.ito pg.9-7l 9-71 Relocated para.i. Revised Note. Revised sub-para. (4). Moved sub-para. (7),(8) and (9) to pg. 9-72. REPORT: 1948 iv-i PILOTS OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised- Description of Revision Signature and Code Pages Date Rev. 11 - 761 594 (PR790810) 9-72 Relocated sub-para (7), (8)and (9) from pg. 9-71. (cont) Changed para. i to j,j to k, and k to1. Revised para. k and 1.Added caution to sub-paralk). moved sub- para. k, l, and Section 5 to pg. 9-72a. 9-72a Relocated sub-para. k,l and Section 5 from pg. 9-72. 9-72b Added page. 9-73 Revised Section 1 add Abbreviations. Relocated Abbreviations from pg. 9-74. 9-74 Relocated Abbreviations to pg. 9-73. Revised Section 2. Relocated part of sub-para. g from pg. 9-75. Revised para. g. 9-75 Relcated Section 3. Added item (4)to sub-para. b. Revised item 3 of su b-para. b. relocated sub-para. 4 from pg. 9-76. 9-76 Revised Caution. Change Section 4 sub-para. c to d; d to e and add para. c. Relocate para. d. moved sub-para. e to pg. 9-77. 9-77 Relocated sub- para. e from pg. 9-26. Revised sub- para. e. Change sub-para. e to f. 9-78 Change sub-para. f to g and g to h. Revised sub- para. h, and added item (7). Moved caution to p g. 9-79. 9-79 Relocated caution from pg. 9-78. Change sub- para. h to i. Revised note and revised (i) - (4). Moved note to pg. 9-80. 9-80 Relocated revised note from pg. 9-79. 9-81 Revised item (10).Changed sub-para. i to j and j to k. Revised item (K) (3). 9-82 Added Note. Revised sub- para. (8)(b.).Changed Paul E. Everly sub-para. k to l and revised e Aug. 10, 1979 Rev. 12 - 761 594 2-10 Revised para. 2.29. (PR800515) 4-9 Revised para. 4.9. 5-21 Revised fig. 5.21. 5-52 Revised fig. 5-79. 6-27 Item 23 added model no. 6-35 Item 145 added dwg. no. 6-37 Item 161 changed dwg. no. 6-43 Item 221 changed dwg. no. 6-50b Added item 333. 6-51 Added item 347. 6-52 Added item 383. REPORT: 1948 iv-j PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision - FAA Approved Number and eav esd Description of Revision Signature and Code Date Rev. 12 - 761 594 6-53 Added item 402. (PR800515) 6-56 Item 463 changed dwg. no. (cont) 6-57 Added new item 467; renumbered items 467 thru 47Ì to 468 thru 472 successively; renumbered old item 477 to 478; added new item 477; moved items 482 and 483 to pg. 6-58. 6-58 Relocated items 482 and 483; moved items 493 and 495 to pg. 6-59. 6-59 Added items 497 and 511; relocated items 493 and 495. 6-60 Moved item 527 to pg. 6-61, 6-61 Relocated item 527 from pg. 6-60; items 603 and 613 changed dwg. no. 7-12a Added foot note. 9-66 Revised Sec. 2 (e). 9-68 Revised Sec. 4 (e). 9-74 Revised Sec. 2 (e). 9-78 Revised Sec. 3 (h) (2) and (4). . Everly 10-2 Revised para. (r). May 15, 1980 Rev. 13 - 761 594 1-4 Revised para, 1.13. (PR801010) 4-17 Revised note. 6-49 Revised items 310 and 311; added item 314. Moved item 315 to pg. 6-50. 6-50 Relocated item 315 from pg. 6-49; Moved item 325 to pg. 6-50a. 6-50a Relocated item 325 from pg. 6-50. 6-50b Corrected spelling. 6-51 Added item 353. 6-52 Revised item 387. 6-53 Revised item 405; Renumbered item. 6-54 Renumbered items; revised item 420; added new item 421. 6-56 Revised items 463 and 465. 6-57 Revised items 467, 468, 469 and 470; added item 476. 7-i Changed page no.; added para. 7.63. 7-24 Revised fig. 7-23. 7-27 Revised para. 7.39 and added caution, moved info. to pg. 7-29. 7-29 pRelocated info. from pg. 7-27, moved para. 7.43 to ) 7-31 Relocated para. 7.43 from pg. 7-29. P rly 7-40 Added para. 7.63. Oct. 10, 1980 9-i Added Supplement 13. 9-83, 9-92 Added Supplement 13 (KFC-200 with Flight Director). REPORT 1948 iv-k PILOT'S OPERATING HANDBOOK LOG OF REVISIONS Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 14 - 761 594 4-6 Added Waming to Before Starting Engines checklist. (PR880129) 4-7 Added Waming to Engine Run-up checklist. 4-8 Added Waming to Shutdown checklist. 4-10 Added Waming to para. 4.11. 4-12 Added Waming to para. 4.17. 4-16 Added Waming to para. 4.35. 6-7 Revised para. 6.5. 6-22 Revised para. 6.15. 6-25 Revised para. 6.17. 7-10 Revised para. 7.19. 8852 ara. 8n 8-13 Added Caution. D.H. Trompler 9-88 Revised Section 4, para. (h), (5). 9-89 Revised Section 4, para. (i), (3). . * Date REPORT: 1948 iv-I 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 SAFETY TIPS REPORT: 1948 v TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page No. No. 1.1 Introduction............................................... 1-1 1.3 Engines......... . ...................................... 1-3 1.5 Propellers ................................................ 1-3 1.7 Fuel ................................................... l-3 1.9 Oil .................................................... 1-4 1.11 MaximumWeights ........................................... 1-4 1.13 StandardAirplaneWeights....................... ............... 1-4 1.15 BaggageSpace.............................................. 1-4 1.17 SpecificLoadings............................................ l-4 1.19 Symbols,AbbreviationsandTerminology .............................. 1-5 1.21 ConversionFactors ................................ .......... 1-11 REPORT: 1948 1-i PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL SECTION 1 GENERAL 1.1 INTRODUCTION This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by C.A.R. 3 and FAR Part 21, Subpart J. It also contains supplemental data supplied by the airplane manufacturer. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered (arabic)sections,.each provided with a "finger-tip"tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The "Emergency Procedures" Section has been furnished with a red tab divider to present an instant reference to the section. Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being left blank intentionally. ISSUED: OCTOBER 1, 1975 REPORT: 1948 1-1 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F 14' 8.75" I L Wing Area (sq.ft.) 207 Min. Turn Radius (ft.) (frompivot point to wing tip) 35.63 T 2.562" S' 8.500" D D 9' 8.750" 3 10.810" 3T 3 75" 5 DIREDRAL 11' 4 00" HORIZONTAL REF.LINE ENGIN UST 0 6 4" 10' 1.00" CENTERLINE , STATICGROUND LINE T 3.59" 31' 2.825" THREE VIEW (SERIAL NUMBERS 27-7654001 THROUGH 27-7954121) Figure 1-1 REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-2 REVISED: AUGUST 10, 1979 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL 12' 6" i Wing Area (sq. ft.) 207 Min. Turn Radius (ft.) (frompivot point to wing tip) 35.63 7' 2.58" O' 8.5" D i D 9' 8.75" 3' 10.61" t 37 3.75" HORIZONTAL REF LINE STATIC GROUND LINE y T 6.00" 31' 2.625" --- THREE VIEW (SERIAL NUMBERS 27-8054001 AND UP) Figure l-la ISSUED: AUGUST 10, 1979 REPORT: 1948 1-2a SECTION l PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F THIS PAGE INTENTIONALLY LEFT BLANK REPORT: 1948 ISSUED: AUGUST 10, 1979 l-2b PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL 1.3 ENGINES NORMALLY ASPIRATED TURBOCHARGED** (a) Number of Engines 2 2 (b) Engine Manufacturer Lycoming Lycoming (c) Engine Model Number lO-540-C4B5 T10-540-C IA (d) Rated Horsepower 250 250 (e) Rated Speed (rpm) 2575 2575 (f) Bore (inches) 5.125 5.125 (g) Stroke (inches) 4.375 4.375 (h) Displacement (cubic inches) 541.5 541.5 (i) Compression Ratio 8.5:1 7.2:1 (j) Engine Type Six Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1.5 PROPELLERS (a) Number of Propellers 2 (b) Propeller Manufacturer Hartzell (c) Blade Model 8465-7R (d) Number of Blades 2 (e) Hub Model HC-E2YR-2 (f) Propeller Diameter (inches) (1) Maximum 77 (2) Minimum 76 (g) Propeller Type Constant Speed, Hydraulically Actuated 1.7 FUEL (a) Fuel Capacity (U.S. gal) (total) (1) Without optional tip tanks 144 (2) With optional tip tanks 184 (b) Usable Fuel (U.S. gal) (total) (1) Without optional tip tanks 137 (2) With optional tip tanks 177 (c) Fuel Grade, Aviation NORMALLY TURBOCHARGED** ASPlRATED (I) Minimum Octane 91/96 - Blue 100/ 130 - Green (2) Specified Octane 91/96 - Blue 100/ 130 - Green 100LL - Blue 100 - Green 100/ 130 - Green 100LL - Blue 100 - Green (3) Alternate Fuels* 100/ 130 - Green 115/ 145 - Purple 115|145 - Purple Refer to Lycoming Service Instruction 1070, Revision J or later. *Alternate Fuels refers to military grade with 4.6 ml of TEL. See Section 8.25 concerning use of alternate fuel grades. **Optional equipment ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: SEPTEMBER 17, 1976 1-3 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F 1.9 OIL (a) Oil Capacity (U.S. quarts) 12 (b) Oil Specification Refer to latest issue of Lycoming Service Instruction 1014. (c) Oil Viscosity Refer to Section 8, paragraph 8.23 1.11 MAXlMUM WEIGHTS NORMALLY ASPIRATED TURBOCHARGED* (a) Maximum Takeoff Weight (lbs) 5200 5200 (b) Maximum Landing Weight (lbs) 4940 4940 (c) Maximum Zero Fuel Weight (Ibs) 4400 4500 (d) Maximum Weights in Baggage Compartments (lbs) (1) Forward 150 150 (2) Aft 150 150 Aft with oxygen installed* 105 105 1.13 STANDARD AIRPLANE WEIGHTS ** NORMALLY ASPIRATED TURBOCHARGED (a) Standard Empty Weight (lbs):Weight of a standard airplane including unusable fuel, full operating fluids and full oil. 3184 3323 (b) Maximum Useful Load (lbs).The difference between the Maximum Takeoff Weight and the Standard Empty Weight. 2016 1877 1.15 BAGGAGE SPACE FORWARD AFT (a) Compartment Volume (cubic feet) 17..4 23.0 (b) Entry Width (inches) 30.5 31.0 (c) Entry Height (inches) 19.5 30.0 1.17 SPECIFIC LOADINGS (a) Wing Loading (lbsper sq ft) 25.1 (b) Power Loading (lbsper hp) 10.4 *Optional equipment **These values are approximate and vary from one aircraft to another. Refer to Figure 6-7 for the Standard Empty Weight Value and the Useful Load Value to be used for C.G. calculations for the aircraft specified. REPORT: 1948 ISSUED: OCTOBER I, 1975 1-4 REVISED: OCTOBER 10, 1980 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot. (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KCAS Calibrated Airspeed expressed in "Knots." GS Ground Speed is the speed of an airplane relative to the ground. IAS Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. KIAS Indicated Airspeed expressed in "Knots." 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. 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. VMCA Air Minimum Control Speed is the minimum flight speed at which the airplane is directionally controllable as determined in accordance with Federal Aviation Regulations. Airplane certification conditions include one engine becoming inoperative and windmilling; not more than a 5° bank towards the operative engine; takeoff power on operative engine; landing gear up; flaps in takeoff position; and most rearward C.G. VNE/MNE Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: SEPTEMBER 4, 1978 1-5 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F 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. VSSE Intentional One Engine Inoperative Speed is a minimum speed selected by the manufacturer for intentionally rendering one engine inoperative in flight for pilot training. VX Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. (b) Meteorological Terminology ISA International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is 15° Celsius (59° Fahrenheit); The pressure at sea level is 29.92 inches hg. (1013mb); The temperature gradient from sea level to the altitude at which the temperature is -56.5° C (-69.7°F) is -0.00198°C (-0.003566°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibilityeffects. Indicated Pressure The number actually read from an altimeter when the barometric Altitude subscale has been set to 29.92 inches of mercury (1013millibars). Pressure Altitude Altitude measured from standard sea-level pressure (29.92in. 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. REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-6 REVISED: SEPTEMBER 4, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Continuous Maximum power permissible continuously during flight. Power Maximum Climb Power Maximum power permissible during climb. Maximum Cruise Power Maximum power permissible during cruise. (d) Engine Instruments EGT Gauge Exhaust Gas Temperature Gauge (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 Crosswind The demonstrated crosswind velocity is the velocity of the Velocity crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Accelerate-Stop Distance The distance required to accelerate an airplane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. MEA Minimum en route IFR altitude. Route Segment A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. (f) Weight and Balance Terminology Reference Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: APRIL 11, 1977 1-7 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F 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 balance if suspended. Its (C.G.) distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for flight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with governmental regulations. Standard Empty Weight Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Basic Empty Weight Standard empty weight plus optional 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 Weight Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run up fuel.) Maximum Takeoff Maximum weight approved for the start of the takeoff run. Weight Maximum Landing Maximum weight approved for the landing touchdown. Weight Maximum Zero Fuel Maximum weight exclusive of usable fuel. Weight REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-8 REVISED: APRIL 11, 1977 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL THIS PAGE INTENTIONALLY LEFT BLANK ISSUED: OCTOBER 1, 1975 REPORT: 1948 1-9 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F THIS PAGE INTENTIONALLY LEFT BLANK REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-10 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL 1.21 CONVERSION FACTORS MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN acres 0.4047 ha cubic inches (cu. in.) 16.39 cm3 43560 sq. ft. 1.639 x 10 m 3 0.0015625 sq. mi. 5.787 x 10 cu. ft. 0.5541 fl. oz. atmospheres (atm) 76 cm Hg 0.01639 1 29.92 in. Hg 4.329 x 10 U.S. gal. 1.0133 bar 0.01732 U.S. qt. 1.033 kg/cm2 14.70 lb./sq. in. cubic meters (m3) 61024 cu. in. 2116 lb./sq. ft. 1.308 cu. yd. 35.3147 cu. ft. bars (bar) 0.98692 atm· 264.2 U.S. gal. 14.503768 lb./sq. in. cubic meters per 35.3147 cu. ft./min. British Thermal Unit 0.2519958 kg-cal minute (m3/inin.) (BTU) cubic yards (cu. yd.) 27 cu. ft. centimeters (cm) 0.3937 in. 0.7646 m 3 0.032808 ft. 202 U.S. gal. centimeters of 0.01316 atm degrees (arc) 0.01745 radians mercury at 0°C 0.3937 in. Hg (cm Hg) 0.1934 lb./sq. in. degrees per second 0.01745 radians/sec. 27.85 lb./sq. ft. (deg./sec.) 135.95 kg/m2 drams, fluid (dr. fl.) 0.125 fl. oz. centimeters per 0.032808 ft./sec. second (cm/sec.) 1.9685 ft./min. drams, avdp. 0.0625 oz. avdp. 0.02237 mph (dr. avdp.) cubic centimeters 0.03381 fl. oz. feet (ft.) 30.48 cm (cm3) 0.06102 cu. in. 0.3048 m 3.531 x 10 6 cu. ft. 12 in. 0.001 1 0.33333 yd. 2.642 x 10 U.S. gal. 0.0606061 rod 1.894 x 10 mL cubic feet (cu.ft.) 28317 cm3 - 1.645 x 10 NM 0.028317 m3 1728 cu. in· feet per minute 0.01136 mph 0.037037 cu. yd. (ft./min.) 0.01829 km/hr. 7.481 U.S. gal. 0.508 cm/sec. 28.32 1 0.00508 m/sec. cubic feet per minute 0.472 1/sec. (cu. ft./min.) 0.028317 m 3 /min. REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-11 REVISED: APRIL 11, 1977 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN feet per second 0.6818 mph hectares (ha) 2.471 acres (ft./sec.) 1.097 km/hr. 107639 sq. ft. 30.48 cm/sec. 10000 . m2 0.5921 kts. horsepower (hp) 33000 ft.-lb./min. foot-pounds (ft.-lb.) 0.138255 m-kg 550 ft.-1b./sec. 3.24 x 10-4 kg-cal 76.04 m-kg/sec. foot-pounds per 3.030 x 10 6 hp 1.014 metric hp minute (ft.-lb./min.) I horsepower, metric 75 m-kg/sec. foot-pounds per 1.818 x 10 * hp 0.9863 hp second (ft.-lb./sec.) inches (in.) 25.40 mm 2.540 cm gallons, Imperial 277.4 cu. in. 0.0254 m (Imperial gal.) 1.201 U.S. gal. 0.08333 ft. 4.546 1 0.027777 yd. gallons, U.S. dry 268.8 cu. in. inches of mercury 0.033421 atm (U.S. gal. dry) 1.556 x 10 '' cu. ft. at 0°C (in.Hg) 0.4912 lb./sq. in. 1.164 U.S. gal. 70.73 lb./sq. ft. 4.405 1 345.3 kg/m2 2.540 cm Hg gallons, U.S. liquid 231 cu. in. 25.40 mm Hg (U.S. gal.) 0.1337 cu. ft. 4.951 x 10 ¯' cu. yd. inch-pounds (in.-lb.) 0.011521 m-kg 3785.4 cm3 3.785 x 10 ¯3 m 3 kilograms (kg) 2.204623 lb. 3.785 1 35.27 oz. avdp. 0.83268 Imperial gal. 1000 g 128 fl. oz. kilogram<alories 3.9682 BTU gallons per acre 9.353 1/ha (kg-cal) 3087 ft.-lb. (gal./acre) 426.9 m-kg grams (g) 0.001 kg kilograms per cubic 0.06243 lb./cu. ft. 0.3527 oz. avdp. meter (kg/m3) 0.001 g/cm3 2.205 x 10 lb. kilograms per 0.892 lb./acre grams per centimeter 0.1 kg/m hectare (kg/ha) (g/cm) 6.721 x 10 * lb./ft. 5.601 x 10 3 lb./in. kilograms per square 0.9678 atm centimeter (kg/cm2) 28.96 in. Hg grams per cubic 1000 kg/m3 14.22 lb./sq. in. centimeter (g/cm3) 0.03613 lb./cu. in. 2048 lb./sq. ft. 62.43 lb./cu. ft. REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-12 REVISED: SEPTEMBER 4, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 PA-23-250 (SIX PLACE), AZTEC F GENERAL MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN kilograms per square 2.896 x 10 in. Hg meters per minute 0.06 km/hr. meter (kg/m2) 1.422 x 10 3 Ib./sq. in. (m/min.) 0.2048 lb./sq. ft. meters per second 3.280840 ft./sec. kilometers (km) lx 10 cm (m/sec.) 196.8504 ft./min. 3280.8 ft. 2.237 mph 0.6214 mi. 3.6 km/hr. 0.53996 NM microns 3.937 x 10 in. kilometers per hour 0.9113 ft./sec. (km/hr.) 58.68 ft./min. miles, statute (mi.) 5280 ft. )0.53996 kt 1.6093 km 0.6214 mph 1609.3 m 0.27778 m/sec. 0.8684 NM 16.67 m/min. miles per hour 44.7041 cm/sec. knots (kt) 1 nautical mph (mph) 4.470 x 10 -1 m/sec. 1.689 ft./sec. 1.467 ft./sec. 1.1516 statute mph 88 ft./min. 1.852 km/hr. 1.6093 km/hr. 51.48 m/sec. 0.8684 kt liters (1) 1000 cm 3 miles per hour 2.151 ft./sec. sq. 61.02 cu. in· square (m/hr. sq.) 0.03531 cu. ft. 33.814 fl. oz. millibars 2.953 x 10 in. Hg 0.264172 U.S. gal. 0.2200 Imperial gal. millimeters (mm) 0.03937 in. 1.05669 qt. millimeters of 0.03937 in. Hg liters per hectare 13.69 fl. oz./acre mercury at 0°C (l/ha) 0.107 gal./acre (mmHg) liters per second 2.12 cu. ft./min- nautical miles 6080 ft. (1/sec.) (NM) 1.1516 statute mi. 1852 m meters (m) 39.37 in 1.852 km 3.280840 ft. 1.0936 yd· ounces, avdp. 28.35 g 0.198838 rod (oz.avdp.) 16 dr. avdp. 6.214 x 10 mi. 5.3996 x 10 NM ounces, fluid 8 dr. fl. (fl. oz.) 29.57 cm3 meter-kilogram 7.23301 ft.-lb- 1.805 cu. in. (m-kg) 86.798 in.-lb· 0.0296 I 0.0078 U.S. gal. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: SEPTEMBER 4, 1978 1-13 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-23-250 (SIX PLACE), AZTEC F MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN ounces, fluid per 0.073 1/ha rod 16.5 ft. acre (fl. oz./ 5.5 yd. acre) 5.029 m pounds (lb.) 0.453592 kg slug 32.174 lb. 453.6 g 3.108 x 10 slug square centimeters 0.1550 sq. in. pounds per acre 1.121 kg/ha (cm') 0.001076 sq. ft. (lb./acre) square feet (sq.ft.) 929 cm 2 0.092903 m2 pounds per cubic 16.02 kg/m3 144 sq. in. foot (lb./cu. ft.) 0.1111 sq. yd. 2.296 x 10 acres pounds per cubic 1728 lb./cu. ft. inch (lb./cu.in.) 27.68 g/cm3 square inches 6.4516 cm 2 (sq.in.) 6.944 x 10 '' sq. ft. pounds per square 0.1414 in. Hg foot (lb./sq.ft.) 4.88243 kg/m2 square kilometers 0.3861 sq. mi. 4.725 x 10 * atm (km2) pounds per square 5.1715 cm Hg square meters (m2) 10.76391 sq. ft. inch (psior 2.036 in. Hg 1.196 sq. yd. lb./sq. in.) 0.06804 atm 0.0001 ha 0.0689476 bar 703.1 kg/m2 square miles (sq.mi.) 2.590 km2 640 acres quart, U.S. (qt.) 0.94635 1 57.749 cu. in- square rods (sq. rods) 30.25 sq. yd. radians 57.30 deg. (arc) square yards (sq.yd.) 0.8361 m2 0.1592 rev. 9 sq. ft. 0.0330579 sq. rods radians per second 57.30 deg./sec. (radians/sec.) 0.1592 rev./sec· yards (yd.) 0.9144 m 9.549 rpm 3 ft. 36 in. revolutions (rev.) 6.283 radians 0.181818 rod revolutions per 0.1047 radians/sec. minute (rpm or rev./min.) revolutions per 6.283 radians/sec. second (rev./sec.) REPORT: 1948 ISSUED: OCTOBER 1, 1975 1-14 REVISED: AUGUST 26, 1977 TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 General.................................................. 2-1 2.3 AirspeedLimitations .......................................... 2-1 2.5 AirspeedIndicatorMarkings...................................... 2-2 2.7 PowerPlantLimitations ........................................ 2-2 2.9 PowerPlantInstrumentMarkings................................... 2-3 2.11 WeightLimits .............................................. 2-3 2.13 CenterofGravityLimits........................................ 2-3 2.15 ManeuverLimits ............................................ 2-4 2.17 FlightLoadFactorLimits ....................................... 2-4 2.19 TypesofOperationLimits....................................... 2-5 2.21 FuelLimitations ............................................ 2-8 2.23 CowlFlapLimitations ......................................... 2-8' 2.25 WingFlapLimitations ......................................... 2-8 2.27 CrewLimits ......................-........................ 2-8 2.28 Noise Level .................................................................. .. 2-8 2.29 Placards ..................................................................... .. 2-9 REPORT: 1948 2-i PIPER AIRCRAFT CORPORATION SECTION 2 PA-23-250 (SIX PLACE), AZTEC F LIMITATIONS SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the normally aspirated PA-23-250 (Six Place) Aztec F 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 CAS KNOTS IAS KNOTS Never Exceed Speed (VNE) - Do not exceed this speed in any operation 216 221 Maximum Structural Cruising Speed (VNO) - DO not exceed this speed except in smooth air and then only with caution. 172 175 Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. 129 131 Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with a given flap setting. Flaps extended speeds 60 to 108 55 to 108 Full flap 108 108 Half flap 122 123 Quarterflap 139 141 Maximum Gear Extended Speed (VLE) - Do not exceed this speed with landing gear extended. 130 132 Maximum Landing Gear Operating Speed (VLo) - Do not extend or retract landing gear above this speed. 130 132 Air Minimum Control Speed (V Mm) - Lowest airspeed at which airplane is controllable with one engine operating and no flaps. 70 64 ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: JUNE 1, 1978 2-1 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-23-250 (SIX PLACE), AZTEC F Stall Speed CAS KNOTS IAS KNOTS Gear and flaps up 67 61 Gear and flaps down 60 55 Best Single Engine Angle of Climb Speed 87 83 Best Single Engine Rate of Climb Speed 91 88 2.5 AIRSPEED INDICATOR MARKINGS MARKING IAS KNOTS Green Arc (Normal Operating Range) 61 to 175 Yellow Arc (Caution Range - Smooth Air) 175 to 221 White Arc (Flaps Extended Range) 55 to 108 Radial Red Line (Never Exceed - Smooth Air) 221 Radial Red Line (Minimum Control Speed - Single Engine) 64 Radial Blue Line (Best Rate of Climb Speed - Single Engine) 88 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 2 (b) Engine Manufacturer Lycoming (c) Engine Model Number IO-540-C4B5 (d) Engine Operating Limits (1) Maximum Horsepower 250 (2) Maximum Rotational Speed (RPM) 2575 (3) Maximum Manifold Pressure (Inches of Mercury) Below 2300 RPM 27 Below 2000 RPM 25 (4) Maximum Cylinder Head Temperature .500°F (5) Maximum Oil Temperature 245° F (e) Oil Pressure Minimum (redline) 25 PSI Maximum (redline) 100 PSI (f) Fuel Flow Normal Operating Range (greenarc) 0 to 26 GPH Maximum at Sea Level (redline) 26 GPH (7.8PSI) (g) Fuel Grade (minimumoctane) 91/96 - Blue (h) Number of Propellers 2 (i) Propeller Manufacturer Hartzell (j) Propeller Hub Model HC-E2YR-2 (k) Propeller Blade Model 8465-7R (1) Propeller Diameter Maximum 77 IN. Minimum 76 IN. (m) Propeller Pitch Settings at 30 Inch Station Low Pitch Stop 14.5° High Pitch Stop 80° REPORT: 1948 ISSUED: OCTOBER 1, 1975 2-2 REVISED: APRIL 11, 1977 PIPER AIRCRAFT CORPORATION SECTION 2 PA-23-250 (SIX PLACE), AZTEC F LIMITATIONS 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) 500 RPM to 2575 RPM Red Line (Maximum) 2575 RPM (b) Fuel Flow Green Arc (Normal Operating Range) 0 GPH to 26 GPH Red Line (Maximum at Sea Level) 26 GPH (7.8PSI) (c) Cylinder Head Temperature Green Arc (Normal Range) 200°F to 500°F Red Line (Maximum) 500°F (d) Oil Temperature Green Arc (Normal Operating Range) 120°F to 245°F Yellow Arc (Caution) 60°F to 120°F Red Line (Maximum) 245°F (e) Oil Pressure Green Arc (Normal Operating Range) 60 PSI to 90 PSI Yellow Arc (Caution) 25 PSI to 60 PSI and 90 PSI to 100 PSI Red Line (Minimum) 25 PSI Red Line (Maximum) 100 PSI 2.11 WEIGHT LIMITS (a) Maximum Takeoff Weight 5200 LBS (b) Maximum Landing Weight 4940 LBS (c) Maximum Weights in Baggage Compartments Forward 150 LBS Aft 150 LBS (d) Maximum Zero Fuel Weight 4400 LBS 2.13 CENTER OF GRAVITY LIMITS Weight Forward Limit Aft Limit Pounds Inches Aft of Datum Inches Aft of Datum 5200 99.0 100.5 5000 97.0 100.5 3540 87.6 100.5 NOTES Straight line variation between the points given. Datum is 80 inches ahead of the wing leading edge outboard of the tapered sections. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: JANUARY 26, 1976 2-3 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-23-250 (SIX PLACE), AZTEC F 2.15 MANEUVER LIMITS All intentional acrobatic maneuvers (includingspins) are prohibited. Avoid abrupt maneuvers. 2.17 FLIGHT LOAD FACTOR LIMITS (a) Positive Load Factor (Maximum) at 5200 Lbs 3.68 G (b) Negative Load Factor (Maximum) at 5200 Lbs -1.47 G No Inverted Maneuvers Approved NOTE It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. Maximum allowable landing weight is 4940 lbs. Maximum allowable gross weight is 5200 lbs. See Section 6 (Weight and Balance) for proper loading instructions. REPORT: 1948 ISSUED: OCTOBER 1, 1975 2-4 PIPER AIRCRAFT CORPORATION SECTION 2 PA-23-250 (SIX PLACE), AZTEC F LIMITATIONS 2.19 TYPES OF OPERATION LIMITS The Federal Aviation Regulations make the operator of an aircraft responsible for insuring that sufficient and proper instruments and equipment are installed, operating, and calibrated for the type of flight being undertaken. These regulations (forexample, see FAR 91.3(a), 91.25, 91.33, 91.97, 91.170 and 91.209) also specify the minimum instruments and equipment which must be available for the various types of flight such as VFR, IFR, night, commercial, air taxi, high altitude, icing and so on. It is recommended that pilots of this aircraft make themselvesfamiliar with these regulations in order to avoid violating them. While the regulations list minimum instruments and equipment, experienced pilots realize that the minimum practical instruments and equipment depends on the pilot's capability, weather, terrain, the flight plan, facilities to be used, whether flight is during daylight or night, at high or low altitude, for hire or not, in icing conditions or not, and so on. Pilots are cautioned to consider all factors in determining whether they have all the required equipment for making a particular flight. When properly equipped this airplane may be flown day or night, VFR or IFR. The certificating regulations of the FAA for this airplane require the manufacturer to specify in the Aircraft Flight Manual the types of operation for which the airplane is equipped. The equipment installed in this aircraft has been substantiated to 24,000 feet. When this airplane was delivered it contained the properly installed equipment listed in the Weight and Balance Section of this manual and, therefore, was satisfactory for the types of operation indicated below by an asterisk. (a) Day VFR (b) Night VFR (c) Day and night IFR when adequate communication and navigation radio has been installed in an FAA approved manner. (d) Flight in icing conditions. Operators are warned that if any of the equipment listed as having been installed at time of delivery is changed, not operating, or not properly maintained and calibrated, the airplane may not be properly equipped for all the conditions noted above. It is the responsibility of the pilot to determine whether the lackof a piece of equipment limits the conditions under which he may fly the airplane. AIRCRAFT REGISTRATION NO. SERIAL NO. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: JANUARY 26, 1976 2-5 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-23-250 (SIX PLACE), AZTEC F Owners desiring to make changes or additions to the equipment must have these modifications done in an FAA-approved manner. All PA-23-250 (sixplace) aircraft are delivered equipped for day VFR flight. The performance, handling qualities and structure of the airplane are approved for instrument flight. If an owner of an airplane which is approved for VFR flight only desires to extend his operations to IFR, he should have radio equipment installed in accordance with Piper-approved drawings or other FAA-approved data (or data approved by the aviation agency of the country of registration). The owner should insure that the radio equipment is adequate for the ground facilities to be used, is of sufficiently high quality and reliability, is properly functioning, adjusted and calibrated, and that it is compatible with previously installed equipment before authorizing it to be flown under instrument conditions. When the original equipment or FAA-approved equivalent equipment is installed as originally or in an FAA-approved manner, is functioning properly, and is calibrated in accordance with the Federal Aviation Regulations, and when adequate radio communications and navigation equipment is installed as indicated above, this airplane is approved for day and night VFR and IFR flight. Pilots are also reminded that oxygen must be available to passengers and crew for flights to high cabin altitudes and that special electronic equipment is required for flight above specified altitudes. Unless complete approved icing equipment is installed and operative, this airplane may not be flown in icing conditions. FAR 135 places special requirements on air taxi and commercial operators. In accordance with the FAR's, this airplane is not properly equipped for the condition of flight indicated if any of the equipment listed below is not properly installed, functioning, properly maintained and calibrated according to the FAR's. The pilot is responsible for assuring compliance with the latest ammendments to FAR 91 concerning required equipment. (a) Day VFR (1) Airspeed indicator (2) Altimeter (3) Magnetic direction indicator (4) Tachometer - each engine (5) Oil pressure gauge - each engine (6) Oil temperature gauge - each engine (7) Manifold pressure indicator - each engine (8) Fuel gauges (9) Fuel flow indicator - each engine (10) Landing gear position indicators (11) Seat belts - each occupant (12) Flares and flotation gear over water, if for hire (13) Emergency locator transmitter (ELT) (14) Encoding altimeter for flight above 12,500 feet (15) Transponder for flight in controlled air space REPORT: 1948 ISSUED: OCTOBER 1, 1975 2-6 PIPER AIRCRAFT CORPORATION SECTION 2 PA-23-250 (SIX PLACE), AZTEC F LIMITATIONS (b) Night VFR (1) All equipment required for Day VFR (2) Position lights (3) Anti-collision lights (4) Alternator - each engine (5) Instrument lights (6) Landing light, if for hire (c) Day and Night IFR (1) All equipment required for Night VFR (2) Two-way radio for communication (3) Suitable and adequate navigation radio equipment (4) Gyroscopic rate of turn indicator (5) Bank indicator (6) Clock with sweep second hand (7) Sensitive altimeter adjustable for barometric pressure (8) Starter and electric power generator - each engine (9) Gyroscopic bank and pitch indicator (10) Gyroscopic direction indicator (11) Free air temperature indicator NOTE This aircraft is not approved for continuous flight in icing conditions unless all required icing equipment is installed and operable. (See Section 9, Supplement 6, for required icing equipment.) ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: SEPTEMBER 17, 1976 2-7 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-23-250 (SIX PLACE), AZTEC F 2.21 FUEL LIMITATIONS (a) Usable fuel per tank 34.3 GAL. (b) Unusable fuel per tank 1.7 GAL. When the optional interconnected tip|outboard tanks are installed (per Piper Drawing 33826), the usable fuel is 34.3 gallons in the inboard tanks and 54.3 gallons in the outboard tanks. ?..23 COWL FLAPS LIMITATIONS 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 temperature be allowed to exceed 500°F or the oil temperature to exceed 24.5°F. The cowl flaps must be fully open during climbs above 18,000 feet when an alternator is loaded to 60 amps or more. 2.25 WING FLAPS LIMITATIONS Takeoff 0° Landing 0° to 50° 2.27 CREW LIMITS The minimum crew for operating this airplane is one pilot. 2.28 NOISE LEVEL The corrected noise level of this aircraft measured with IO-540-C4B5 engines is 75.7d BA. 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 FAR 36, Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FAR 36 noise standards applicable to this type. REPORT: 1948 ISSUED: OCTOBER 1, 1975 2-8 REVISED: AUGUST 10, 1979 PIPER AIRCRAFT CORPORATION SECTION 2 PA-23-250 (SIX PLACE), AZTEC F LIMITATIONS 2.29 PLACARDS On the instrument panel in full view of the pilot: "THIS AIRPLANE MUST BE OPERATED AS A NORMAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE AIRPLANE FLIGHT MANUAL. ACROBATIC MANEUVERS (INCLUDING SPINS) PROHIBITED." On the instrument panel: "MINIMUM SINGLE ENGINE CONTROL SPEED 64 KIAS" "MAXIMUM SPEED FOR LANDING GEAR OPERATION 132 KIAS" "DESIGN MANEUVERING SPEED 131 KIAS" Under both center windows: "LATCH SEATS FOR TAKEOFF AND LANDING" On firing ring cover of emergency landing gear extender under left front seat: (serialnumbers 27-7654001 through 27-7954121): "EMERGENCY GEAR EXTENDER. PLACE GEAR SELECTOR TO DOWN POSITION LIFT COVER, PULL RING" On forward baggage compartment door: CAUTION BE CERTAIN BAGGAGE DOORS ARE PROPERLY CLOSED AND LOCKED PRIOR TO FLIGHT MAX. FLOOR LOAD 100 LBS. PER SQ.FOOT TOTAL COMPARTMENT CAPACITY 150 LBS. BAGGAGE/CARGO MUST BE LOADED WITHIN THE WEIGHT AND BALANCE LIMITS OF THIS AIRCRAFT ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: AUGUST 10, 1979 2-9 SECTION 2 PIPER AIRCRAFT CORPORATION LIMITATIONS PA-23-250 (SIX PLACE), AZTEC F On rear baggage compartment door: CAUTION BE CERTAIN BAGGAGE DOORS ARE PROPERLY CLOSED AND LOCKED PRIOR TO FLIGHT MAX. FLOOR LOAD 100 LBS. PER SQ.FOOT TOTAL COMPARTMENT CAPACITY 150 LBS. INCLUDES 20 LBS. ON SHELF BAGGAGE/CARGO MUST BE LOADED WITHIN THE WEIGHT AND BALANCE LIMITS OF THIS AIRCRAFT NOTE See oxygen system supplement for additional limitation if oxygen equipment installed. On emergency exit, middle window left side: "EMERGENCY EXIT RELEASE: REMOVE COVER, TURN HANDLE, PUSH DOOR" On right sun visor, (Power Chart) (requiredon normally aspirated models only): "DO NOT EXCEED 21" MANIFOLD PRESSURE BELOW 2300 RPM OR 25" BELOW 2000 RPM" On left window moulding in full view of the pilot: WARNING TURN OFF ANTI-COLLISION LIGHTS WHEN TAXIING IN VICINITY OF OTHER AIRCRAFT, OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. STANDARD POSITION LIGHTS TO BE ON FOR ALL NIGHT OPERATIONS. On cabin door panel, auxiliary latch: ENGAGE LATCH BEFORE FLIGHT OR ENGAGE LATCH BEFORE FLIGHT PUSH FORWARD TO UNLATCH REPORT: 1948 ISSUED: OCTOBER 1, 1975 2-10 REVISED: MAY 15, 1980 TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General.................................................. 3-1 3.3 EmergencyCheckList ......................................... 3-3 3.5 Amplified Emergency Procedures (General) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 3.7 EngineInoperativeProcedures .................................... 3-9 Engine Securing Procedure (Feathering Procedure) . . . . . . . . . . . . . . . . . . . . . . . 3-9 Engine Failure During Takeoff (Below 64 KIAS) . . . . . . . . . . . . . . . . . . . . . . . . 3-9 Engine Failure During Takeoff (Between 64 KIAS and 83 KIAS) . . . . . . . . . . . . . . 3-10 Engine Failure During Takeoff (83 KIAS or above) . . . . . . . . . . . . . . . . . . . . . . 3-10 EngineFailureDuringClimb ................................... 3-10 Engine Failure During Flight (Below 64 KIAS) . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 Engine Failure During Flight (Above 64 KIAS) . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 SingleEngineLanding ....................................... 3-11 SingleEngineGo-Around ..................................... 3-12 AirStart(UnfeatheringProcedure) ................................ 3-12 3.9 OverspeedingPropelÏer......................................... 3-12 3.11 EngineRoughness ........................................... 3-13 3.13 EngineOverheat ................:........................... 3-13 3.15 LossofOilPressure........................................... 3-13 3.17 RoughAirOperation ...............................,.......... 3-13 3.19 EmergencyGearExtension ...................................... 3-13 ExtendingGearWithHandPump ................................. 3-13 ExtendingGearWithCO ..................................... 3-14 3.21 ManualExtensionofWingFlaps ................................... 3-14 3.23 EngineFireonGround......................................... 3-14 3.25 EngineFireinFlight .......................................... 3-14 3.27 CabinFire ................................................ 3-15 3.29 ElectricalFire .............................................. 3-15 3.31 EmergencyDescent........................................... 3-15 3.33 GoingIntoCrossfeed .......................................... 3-15 3.35 ComingOutofCrossfeed ....................................... 3-15 3.37 One Alternator Inoperative Light On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 3.39 Both Alternator Inoperative Lights On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 3.41 DoorOpenInFlight .......................................... 3-16 3.43 SpinRecovery.............................................. 3-16 3.45 AirframeVibration ........................................... 3-16 3.47 GearUpLanding ............................................ 3-17 3.59 EmergencyExit ............................................. 3-17 REPORT: 1948 3-i PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided in this section. All of the required (FAA regulations) emergency procedures and those necessary for the safe operation of the airplane as determined by the operating and design features of the airplane are presented. Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided in Section 9 (Supplements). The first portion of this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systems. The remainder of the section presents amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures are suggested as a course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested- that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: OCTOBER 1, 1975 REPORT: 1948 3-1 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F THIS PAGE INTENTIONALLY LEFT BLANK REPORT: 1948 ISSUED: OCTOBER 1, 1975 3-2 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES 3.3 EMERGENCY CHECK LIST ENGINE FAILURE DURING TAKEOFF SPEEDS (Between 64 KIAS and 83 KIAS) Air Minimum Control . . . . . . . . . . . 64 KIAS Decide whether to abort or continue Best Single Engine Angle of Climb . . . . 83 KIAS If abort . . . . . . . . . . follow above procedures Best Single Engine Rate of Climb . . . . . 88 KIAS If continue . . . . . . . accelerate inground effect Maneuvering . . . . . . . . . . . . . . . . .131 KIAS (near ground) to 83 KIAS Never Exceed . . . . . . . . . . . . . . . .221 KIAS and follow below procedures ENGINE INOPERATIVE PROCEDURES WARNING Certain combinations of aircraft weight, ENGINE SECURING PROCEDURE configuration, ambient conditions and (FEATHERING PROCEDURE) speeds will not permit positive climb. Throttle ......................close Propeller . . . . . . . FEATHER (1000 RPM min.) ENGINE FAILURE DURING TAKEOFF Mixture . . . . . . . . . . . . . . . IDLE CUT-OFF (83 KIAS or above) Cowlflaps .......... ........ Close Magneto switch . . . . . . . . . . . . . . . . . . OFF Airspeed . . . . . . . . . . . . . 83 KIAS minimum Electric fuel pump . . . . . . . . . . . . . . . . OFF Directional control . . . . . . . . . . . . . maintain Fuel selector . . . . . . . . . . . . . .OFF (detent) Power . . . . . . . . . . . . . . . . . . .maximum Alternator switch . . . . . . . . . . . . . . . . . OFF Gear . . . . . .RETRACT (Serial numbers Prop. Sync. . . . . . . . . . . . . . . . . . . . . OFF 27-7654001 thru 27-7854050, Electrical load . . . . . . . . . . . . . . . . . reduced when Piper Kit No. 763 836 is not Crossfeed . . . . . . . . . . . . . . . . . considered installed, if left engine failed, gear NOTE must be raised with hand pump) (Serial numbers 27-7654001 thru Flaps . . . . . . . . . . . . . . . . . . . . .insure UP 27-7854050 when Piper Kit Prop. (inop.eng.) . . . . . . . . . . . . . FEATHER No. 763 836 is not installed) Cowl flap (inop.eng.) . . . . . . . . . . . . CLOSE Hydraulic pump on left engine only. Use Airspeed . . . . . . . . . . . when clear of obstacles hand pump to actuate gear and flaps accelerate to 88 KIAS when left engine is out. Gear can be Trim . . . . . . . . . . . bank 5° toward oper. eng. extended with hand pump or by CO2*. Cowl flap (operativeeng.) . . . . .CLOSE (as much as possible) ENGINE FAILURE DURING TAKEOFF Climb . . . . . . . . . . . .straight ahead (avoiding (Below 64 KIAS) . obstacles and attam . sufficient altitude to If sufficient runway remains for a safe stop: execute single engine Throttles . . . . . . . . . . . . .CLOSE immediately landing procedure Brakes ...................asrequired Inop. engine . . . . . . . complete Engine Securing Stop straight ahead' Procedure If insufficient runway remains for a safe stop: Land as soon as practical at nearest suitable airport. Throttles . . . . . . . . . . . . . . close immediately Mixture . . . . . . . . . . . . . . . . retard fully aft ENGINE FAILURE DURING CLIMB Masterswitch ...................OFF Fuelselectors ...................OFF Airspeed . . . . . . . . . . . . . . maintain 88 KIAS Magneto switches . . . . . . . . . . . . . . . . . OFF Directional control . . . . . . . . . . . . . maintain Maintain directional control and maneuver to avoid obstacles. Inop. engine . . . . . . . . . . . .identify and verify . Inop. engine . . . . . . . complete Engine Securing *CO2 system installed on aircraft serial numbers Procedure 27-7654001 through 27-7954121 only· Land as soon as practical at nearest suitable airport. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: AUGUST 10, 1979 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F ENGINE FAILURE DURING FLIGHT Electrical load . . . . . . . . . . . . decrease to min. (Below 64 KIAS) required Land as soon as practical at nearest suitable airport. Rudder . . . . . . . . . . . .apply towards operative engine Throttles (both engines) . . . . .retard to stop turn Pitch attitude . . . . . . . . . . . . . .lower nose to SINGLE ENGINE LANDINGaccelerate above 64 KIAS Operative eng. . . . . . . . . . . . increase power as . . . Inop. engine . . . . . . . Engine Secunng Procedure airspeed mcreases above 64 KIAS . complete Hydrauhe pump - - check If altitude permits, a restart may be attempted' Seat belts/harnesses . . . . . . . . . . . . . secure Heater . . . . . . . . . . . . . . . . . .FAN position If restart fails or altitude does not permit: Electric fuel pump Inop. eng. prop . . . . . . . . . . . . . . FEATHER (operativeeng.) . . . . . . . . . . . . . . . . . .ON Trim .................adjustS°toward Mixture(operativeeng.) ............RICH operative eng. Propeller (operativeeng.) . . . . . full FORWARD Inop. eng. . . . . . . . . . . . . . . complete Engine Fuel quantity . . . . . . . . - . . . . . . . . . checkSecuring Procedure Cowl flap (operative Cowl flap (operativeeng.) . . . . . . . . as required eng.) ...................asrequired Fuel selector (operative eng.) . . . ON ENGINE FAILURE DURING FLIGHT Crossfeed . . OFF (Above 64 KIAS) Airspeed . . . . . . . . . . . maintain 98 KIAS min. Inop. eng. . . . . . . . . . . . . . . . . . . . identify until landing is assured Operative eng. . . . . . . . . . . . adjust as required Mtitude . . . . . . higher than normal . . . until landing is assured Before secunng mop. engme: Fuel flow . . . . . . . . . . . . check (if deficient - electric fuel pump ON) When landing is assured: Fuelquantity ..................check Fuel selector (inop. NOTE eng.) . . . . . . . . . . . . . . . . .switch to other (Serial numbers 27-7654001 thru tank containing fuel 27-7854050 when Piper Kit Oil pressure and temp. . . . . . . . . . . . . . Check No. 763 836 is not installed) Magneto switches . . . . . . . . . . . . . . . . check If the engine is inoperative the flaps must . be lowered with the emergency hand If engine does not start, complete Engine Securmg pump and the gear must be extended Procedure· with the emergency hand pump or CO, Power (operative eng.) . . . . . . . . . . as required system.* Mixture (operativeeng.) . . . . . . adjust for power Fuel quantity (operative Gear . . . . . . . . . . . . . . . . . . . DOWN eng.tank) .................sufficient Flaps ...................... DOWN Electric fuel pump Power . . . . . . . . . . . . retard slowly and flare (operativeeng.) . . . . . . . . . . . . . as required airplane Cowl flap (operative Trim . . . . . . . . . . . . . . . as power is reduced eng.) . . . . . . . . . . . . . . . . . . . as required (airplanewill yaw in Trim . . . . . . . . . . . . . . . . .adjust 5° toward direction of operative engine) operative eng. *Serial numbers 27-7654001 thru 27-7854050 when Piper Kit No. 763 836 is not installed are equipped I with a single hydraulic pump on the left engine only. REPORT: 1948 ISSUED: OCTOBER 1, 1975 3-4 REVISED: JUNE 1, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES SINGLE ENGINE GO-AROUND Airspeed . . . . . . . . . . . . . . .maintain below airspeed at which Avoid if possible. overspeed occurred On aircraft with serial numbers 27-7654001 thru (select lower RPM if 27-7854050 when Piper Kit No. 763 836 is not higher airspeed required) installed, do not attempt if gear or flaps are Descend at 2200 RPM extended and left propeller is feathered. With left Land with prop set at 2400 RPM engine inoperative gear and flaps must be retracted with hand pump.* NOTE Prop will not feather while overspeeding; Airspeed . . . . . . . . . . . . . . . . hold 88 KIAS therefore while in the overspeed Power . . . . . . . . . . . . . . . max. on operating condition do not select feather position engine and do not shut down engine. Propeller Flaps . . . . . . . . . . . . . . . . . . .retract will feather normally if not overspeeding. Landinggear ..................retract Cowl flaps and trim . . . . . . . . . . . . as required ENGINE ROUGHNESS AIR START (UNFEATHERING PROCEDURE) Electric fuel pumps . . . . . . . . . . . . . . . . .ON Engine instruments . . . . . . . . . . scan for cause Fuel selector . . . . . . . . . . . . . . . . . . . .ON Mixture . . . . . . . . . . . . . . adjust as required Throttle . . . . . . . . . . . . . . . . open 1/2 inch Alternate air . . . . . . OPEN Mixture .....................RICH Cowlflaps ..............adjustforproper Elect. fuel pump . . . . . . . . . . prime then OFF CHT Propeller ....................forward Fuel ............... switchtanksiffuel Magnetos . . . . . . . . . . . . . . . . . .ON in second tank Starter ............... engageuntilprop Magnetos ........ ........check unfeathers Propeller . . . . . . . . . . . . pull back to low RPM ENGINE OVERHEAT position as propeller speed accelerates Cowl flaps . . . . . . . . . . . . . . . . . . . . OPEN through 1000 RPM Mixture . . . . . . . . . . . . . . . . . . . . . richen Throttle . . . . . . . . . . . . . . reduced power till Power .......... ..........reduce warm; 2000 RPM max. Airspeed . . . . . . mcrease Engine instruments . . . . . . . . . . . . . . . check (if altitude permits) Alternator ......................ON LOSS OF OIL PRESSURE OVERSPEEDING PROPELLERS Engine . . . . . . . . . . . . . . . secure per Engine Throttle . . . . . . . . . . . . . . . . . . . . retard Securing Procedure Airspeed ......... ..........reduce Throttle . . . . . . . . . . . . . . . add slowly after ROUGH AIR OPERATION RPM is under control Slow to maneuvering speed or slightly less (5200 lbs. 131 KTS) Fly attitude and avoid abrupt maneuvers Seat belt and shoulder harness - tighten. *Serial numbers 27-7654001 thru 27-7854050 when Piper Kit No. 763 836 is not installed are equipped with a single hydraulic pump on the left engine only. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: JUNE 1, 1978 3-5 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F EMERGENCY GEAR EXTENSION ENGINE FIRE IN FLIGHT EXTENDING GEAR WITH IÏAND PUMP Mixture ..................idlecut-off 132 KIAS max. gear down speed. Electric fuel pump . . . . . . . . . . . . . . . . OFF Fuelselector ......... .........OFF Gearhandle .................. DOWN Propeller .......... ........ feather Emergency hand pump . . . . .pull out and pump Good engine . . . . . . . . . . . . . . increase power until 3 green lights and Drag . . . . . . . . . . . . . . . .reduce (gear,flaps, handle returns to neutral cowl flaps) Alternator OFF EXTENDING GEAR WITH CO2 (SERIAL NUMBERS 27-7654001 THROUGH ae retca lo . . . . . . . . . . . . . .re uFc 27-7954121 ONLY) If fire persists, increase airspeed as much as possible in an attempt to blow out fire. 132 KIAS max. gear down speed Loss of power procedures . . . . . . . . , complete Gear handle . . . . . . . . . . . . . . . . DOWN Land at nearest suitable airport. Ringcover........ . ..........raise Ring ........................ pull CABINFIRE Do not attempt to raise gear hydraulically. Vents............ .........closed Heater .......................OFF MANUAL EXTENSION OF WING FLAPS Fire extinguisher . . . . . . . . . . . . . . . . . .use (When fire is out ventilate the cabin) Flapcontrol......... ........ down Emergency hand pump . . . . .pull out and pump ELECTRICAL FIRE ENGINE FIRE ON GROUND (Engine start, taxi Flashlight (night) . . . . . . . . . . . . . . , in hand and takeoff with sufficient distance remaining to Master switch . . . . . . . . . . . . . . . . . . . OFF stop) Circuit breakers . . . . . . . . . check, then pull all Electrical switches . . . . . . . . . . . . . . all OFF Fuelselector ..... ....OFF Avionics ....................allOFF Electricalfuelpump .... .........OFF Heater .......................OFF Brakes .. . . .. .. . .. . .. . .... asrequired Ventilators ... .. .. . . .. . .. . ... ..close Throttle . . .. . . . . .. . ... .. . .....open Fireextinguisher .. ... . .. . .. . ... .. .use Radio . . . . . . . . . . . . . . . call for assistance (whenfire is out) Mixture (if fire continues) . . . . . IDLE CUT-OFF Master switch . . . . . . . . . . . . . . . . . . .ON Externalfireextinguisher .............use Ventilators ...................open Switches and circuit NOTES breakers . . . . . . . . . . . . ON, one at a time If fire continues, shut down both engines and evacuate. If fire is on the ground, it may be EMERGENCY DESCENT possible to taxi away. Throttles . . . . . . . . . . . . . retard slowly to idle Propellers . . . . . . . . . . . . . . controls forward Dive at 172 knots . . . . . . (131 KTS in rough air) Cowlflaps ....................closed REPORT: 1948 3--6 ISSUED: OCTOBER 1, 1975 REVISED: AUGUST 10, 1979 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES GOING INTO CROSSFEED NOTE Since battery is furnishing all the currerit, (To use fuel from opposite side during single engine keep the load low. operation) Fuel Selector DOOR OPEN IN FLIGHT (inop.engine side) . . . . . . (inbdor outbd) ON Electric fuel pump Airspeed . . - - . . . . . . . . . . . . slow to reduce (inop.side) . . . . . . . . . . . . . . . . . . . .ON buffeting Crossfeed valve . . . . . . . . . . . . . . . . . . .ON Land at nearest airport Electric fuel pump (operativeside) . . . . . . . . . . . . . . . . . OFF SPIN RECOVERY Fuel selector (operativeside) . . . . . . . . . . . . . . . . . OFF Throttles . . . . . . . . . . . . . . retard both to idle Rudder . . . . . . . . . . . . . . full opposite to spin COMING OUT OF CROSSFEED until rotation stops . . . Control wheel . . . . . . . . . . . .neutral; then fullWhen one engme is moperative forward if necessary Fuel selector Ailerons . . . . . . . . . . . . . . . . . . . . neutral (operativeengine side) . . . . . . . . . . . . . .ON Smoothly recover from dive when spin stops. Electric fuel pump (operativeside) . . . . . . . . . . . . . . . . . .ON NOTEElectric fuel pump (inop.side) . . . . . . . . . . . . . . . . . . . OFF Inasmuch as FAA Regulations do not Crossfeed valve . . . . . . . . . . . . . . . . . . OFF require spin demonstrations of airplanes Fuel selector of this weight, no spin tests have been (inop.side) . . . . . . . . . . . . . . . . . . .OFF conducted. The recovery technique is based on the best available information.Fuel pump (operative side) ...................asrequired AIRFRAMEVIBRATION ONE ALTERNATOR INOPERATIVE LIGHT ON Reduce airspeed till vibration stops Reduce electrical load to minimum required Handle controls smoothly and gently Turn OFF same side of master switch Land and investigate cause Reset tripped circuit breakers Master switch (both sides) ON If light goes out, reinstate electrical load. GEAR UP LANDING If light stays on, turn same side of master switch OFF and continue with reduced electrical load. Normal check list . . . . . . . . . complete (except for gear selector) Gearselector ....................UP BOTH ALTERNATOR INOPERATIVE LIGHTS ON Make normal approach with power Close throttles before touchdown Repeat above procedure for each alternator. Turn OFF master and magneto switches Turn OFF fuel valves If both lights fail to go off: Töuch down at minimum speed a. Master switch . . . . . . . . . . both sides ON (If time permits, use starter to position props b. Alternator circuit parallel with wings.) breaker switches . . . . . . . . . . . . . OFF c. Terminate flight as soon as possible ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: DECEMBER 2, 1977 3-7 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F THIS PAGE INTENTIONALLY LEFT BLANK REPORT: 1948 ISSUED: OCTOBER 1, 1975 3-8 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES 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 INOPERATIVE PROCEDURES ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) The engine securing procedure should always be accomplished in a sequential order according to the nature of the engine failure (ie.,practice, engine failure during takeoff, engine failure during climb, etc.). Begin the securing procedure by closing the throttle of the inoperative engine and moving its propeller control to "FEATHER" (fully aft) before the propeller speed drops below 1000 rpm. The inoperative engine mixture control should be moved fully aft to the "IDLE CUT-OFF" position. "CLOSE" its cowl flaps to reduce drag. Turn "OFF" the magneto switches, the electric fuel pump switch, the fuel selector and the alternator switch of the inoperative engine. The propeller synchrophaser (if installed) should be OFF. Complete the procedure by reducing the electrical load and considering the use of the fuel crossfeed if the fuel quantity dictates. NOTE On aircraft with serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed only one hydraulic pump supplies pressure for the system. This pump is installed on the left engine. When the left engine is secured, the flaps must be actuated by the hand pump and operation of the gear is limited to the hand pump or CO, ydem. ENGINE FAILURE DURING TAKEOFF (Below 64 KIAS) A preflight determination of runway length and computation of accelerate/stop distance will aid in determining the best course of action in the event of an engine failure during takeoff. If engine failure occurs while sufficient runway remains for a deceleration and a safe stop, cut power immediately and stop straight ahead. If an engine failure occurs before an airspeed of 64 KIAS is attained, and there is not adequate runway remaining for deceleration and a stop, immediately retard the throttle and mixture levers fully aft. Turn OFF the master switch, the fuel selectors, and the magneto switches. During these procedures, maintain directional control and maneuver to avoid obstacles if necessary. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: JUNE 1, 1978 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F ENGINE FAILURE DURING TAKEOFF (Between 64 KIAS and 83 KIAS) If an engine fails during takeoff at an airspeed between 64 KIAS and 83 KIAS, and there is not sufficient runway remaining for deceleration, the pilot must decide whether to abort the takeoff following the above procedures or to continue takeoff and climb on a single engine. The pilot's decision must be based upon a personal judgement, taking into consideration such factors as remaining runway, obstacles, the type of terrain beyond the runway, density altitude, weight and loading, weather, other associated conditions, airplane condition, and the pilot's own proficiency and capability. If the decision is to continue the takeoff on a single engine, the airplane should be accelerated in ground effect (nearthe ground) to 83 KIAS, at which point the below procedures should be followed. WARNING Certain combinations of aircraft weight, configuration, ambient conditions and speeds will not permit positive climb. ENGINE FAILURE DURING TAKEOFF (83 KIAS or above) If engine failure occurs when the airspeed is above 83 KIAS, or if the airspeed is between 64 KIAS and 83 KIAS and the pilot has decided to continue takeoff, the first step before attempting climb is to reach and maintain a minimum airspeed of 83 KIAS. Since one engine will be inoperative and the other will be at maximum power, the airplane will want to turn in the direction of the inoperative engine. Rudder pedal force on the side of the operating engine will be necessary to maintain directional control. Once committed to takeoff, maintain maximum power and retract the landing gear. Once the faulty engine is identified and its power loss verified, its propeller should be feathered. Directional tendency will identify the faulty engine, and observing response to a retarded throttle will verify the loss of power. Be sure to maintain maximum power on the good engine. After feathering the propeller on the inoperative engine, close its cowl flap. When clear of obstacles accelerate to the best single-engine rate of climb speed (88 KIAS), trim as necessary, and close the cowl flap on the operating engine as much as possible without exceeding engine temperature limits. After a climb has been established, complete the "Engine Securing Procedures." Continue a straight ahead climb until sufficient altitude (minimumof 1000 feet above ground elevation) is reached to execute the normal single-engine landing procedure at the nearest suitable airport. ENGINE FAILURE DURING CLIMB If engine failure occurs during climb, a minimum airspeed of 88 KIAS should be maintained. Since one engine will be inoperative and the other will be at maximum power, the airplane will want to turn in the direction of the inoperative engine. Rudder pedal force on the side of the operating engine will be necessary to maintain directional control. After the faulty engine has been identified and power loss verified, complete the "Engine Securing Procedures." Continue a straight ahead climb until sufficient altitude (minimumof 1000 feet above ground elevation) is reached to execute the normal "Single Engine Landing" procedure at the nearest suitable airport. ENGINE FAILURE DURING FLIGHT (Below 64 KIAS) Should an engine fail during flight at an airspeed below 64 KIAS, apply rudder towards the operative engine to maintain directional control. The throttles should be retarded to stop the yaw force produced by the inoperative engine. Lower the nose of the aircraft to accelerate above 64 KIAS and increase the power on the operative engine as the airspeed exceeds 64 KIAS. REPORT: 1948 ISSUED: OCTOBER 1, 1975 3-10 REVISED: DECEMBER 2, 1977 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES After an airspeed above 64 KIAS has been established, an engine restart attempt may be made if altitude permits. If the restart has failed, or altitude does not permit, the engine should be secured. Move the propeller control of the inoperative engine to FEATHER and complete the "Engine Securing Procedure." Adjust the trim to 5°of bank toward the operating engine. The cowl flap on the operative engine should be adjusted as required to maintain engine temperature within allowable limits. ENGINE FAILURE DURING FLIGHT (Above 64 KIAS) If an engine fails at an airspeed above 64 KIAS during flight, begin corrective response by identifying the inoperative engine. The operative engine should be adjusted as required after the loss of power has been verified. Once the inoperative engine has been identified and the operating engine adjusted properly, an engine restart may be attempted if altitude permits. Prior to securing the inoperative engine, check to make sure the fuel flow to the engine is sufficient. If the fuel flow is deficient, turn ON the electric fuel pump. Check the fuel quantity on the inoperative engine side and switch the fuel selector to the other tank if a sufficient supply is indicated. Check the oil pressure and oil temperature and insure that the magneto switches are ON. If the engine fails to start it should be secured using the "Engine Securing Procedure." After the inoperative engine has been secured, the operative engine can be adjusted. Power should be maintained as required and the mixture control should be adjusted for power. Check the fuel supply and turn ON the electric fuel pump if necessary. The cowl flaps on the operative engine should be adjusted as required to maintain engine temperatures within allowable limits. Trim 5° toward the operating engine. The electrical load should be decreased to a required minimum. Land as soon as practical at the nearest suitable airport. SINGLE ENGINE LANDING If a single-engine landing is necessary, a check should be performed to determine whether or not the hydraulic pump(s) is functioning for normal gear extension. This check is accomplished by placing the landing gear control in the "UP" position with the gear retracted. If the hydraulic pump is functioning, pressure will return the control to the neutral position. This check should be performed before entering the traffic pattern so that there will be time to pump the gear down with the hand pump or to employ the emergency CO2* gear extension system if necessary. The "Engine Securing Procedure" should be complete on the inoperative engine. Fasten the seat belts and shoulder harnesses and select the FAN position of the heater switch. The operative engine electric fuel pump should be ON and the mixture RICH. Advance the propeller control (operativeengine) full forward. Check to ensure that the fuel supply is sufficient. The cowl flaps on the operative engine should be adjusted as required. Insure that the fuel selector is ON and that the fuel crossfeed valve is OFF. Maintain an airspeed of 98 KIAS or above and an altitude higher than normal until a landing is assured. When a landing is assured, extend the gear and flaps. On aircraft with serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed and the left engine is inoperative the flaps must be lowered with the emergency hand pump and the gear must be extended with the emergency hand pump or CO2* system. Slowly retard the power on the operative engine and flare out the airplane for a normal landing, Trim as necessary as power is reduced. The airplane will tend to yaw toward the operative engine. *CO2 system installed on aircraft serial numbers 27-7654001 through 27-7954121 only. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: AUGUST 10, 1979 3-11 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F SINGLE ENGINE GO-AROUND A single engine go-around should be avoided if at all possible. On aircraft with serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed, do not attempt a go-around if gear or flaps are extended and the left propeller is feathered.* A final approach speed of 88 KIAS will place the airplane in the best configuration should a go-around be necessary. To execute a single engine go-around,'advance mixture, throttle, and propeller controls fully forward for maximum power on the operating engine. Retract flaps and landing gear. Maintain the airspeed at or above 88 knots IAS. Set the trim and cowl flaps as required. WARNINGS A go-around should not be attempted after the airapeed is decreased below the best single engine angle of climb speed (83 KIAS). On aircraft with serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed and the left engine is inoperative. operation of the landing gear and/or flaps is limited to the use of the hydraulic hand pump.* AIR START (UNFEATHERING PROCEDURE) When unfeathering a propeller, first turn "ON" the fuel selector of the inoperative engine side. Open the throttle 1/2 inch. If the engine has been inoperative long enough to cool down, prime the engine by moving its mixture control to full "RICH" and turning its electric fuel pump "ON" until the first indication of fuel flow on the gauge; then turn the electric fuel pump "OFF." Move the propeller control full forward and turn "ON" the magnetos Engage the starter until the propeller is unfeathered. As the RPM passes 1000 coming out of feather, pull the propeller control back to the low RPM position to prevent excessive engine speed. Maintain the engine speed between 1800 and 2000 RPM, not exceeding 2000 RPM. This low power setting must be held until the engine is warmed up and oil pressure and temperature are stabilized within limits. Turn the alternator "ON." 3.9 OVERSPEEDING PROPELLER If a propeller overspeed condition occurs, retard the throttle and reduce airspeed until the RPM is under control. When the RPM is under control, slowly advance the throttle. Maintain airspeed below that at which the overspeed condition occurred. If a higher airspeed is required for safe flight, select a suitable power setting with a lower RPM setting and higher manifold pressure. If propeller overspeeding has occurred, descend at 2200 RPM and land with the propeller set at 2400 RPM. NOTE A propeller will not feather while overspeeding. Therefore, while in an overspeed condition, do not select the feather position and do not shut down the engine. The propeller will feather normally if not overspeeding. *Serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed are equipped with a single hydraulic pump on the left engine only. REPORT: 1948 ISSUED: OCTOBER 1, 1975 3-12 REVISED: JUNE 1, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-23-250 (SIX PLACE), AZTEC F EMERGENCY PROCEDURES 3.11 ENGINE ROUGHNESS If an engine falters or runs erratically, the cause may be fuel flow interruption, fuel contamination, icing or air starvation, or ignition problems. If roughness occurs, turn the electric fuel pumps "ON." Scan the engine instruments to see if the cause can be determined. Adjust the mixture controls for maximum smoothness; if the mixture is too rich or too lean, engine roughness may result. Open the alternate air control; a blocked induction system can cause roughness. If cylinder head temperatures are too high or too low, adjust the cowl flaps as required. If the problem is in the fuel system, selecting another tank containing fuel may remedy the situation. A check of the magnetos will determine if they are operating properly. 3.13 ENGINE OVERHEAT If engine temperatures become excessive, open the cowl flaps. Enriching the mixture and reducing power will also reduce engine temperature. If a more rapid reduction of engine temperature is desired, increase the airspeed by establishing a shallow dive. 3.15 LOSS OF OIL PRESSURE Loss of oil pressure could be caused by a faulty pump, oil exhaustion, or a leak. A loss of oil pressure indication could be the result of a faulty gauge. In any event, continued operation of the engine could result in a serious emergency situation or severe engine damage. Complete the "Engine Securing Procedure" (paragraph3.7) on the faulty engine. 3.17 ROUGH AIR OPERATION In conditions of extreme turbulence, slow the airplane to maneuvering speed or slightly less. Maneuvering speed will decrease with the weight of the airplane -e.g., 131 KIAS at 5200 lbs., 112 KIAS at 3600 lbs. A reduction in speed will ease the stress to which the airplane is subjected by turbulence. Fly attitude and avoid abrupt maneuvers. Fasten seat belts and shoulder harnesses as a precaution against buffeting and lurching. When flying in extreme turbulence or strong vertical currents and using the autopilot, the altitude-hold mode should not be used. 3.1 EMERGENCY GEAR EXTENSION EXTENDING GEAR WITH HAND PUMP To extend the landing gear manually with the hand pump, move the gear selector to the "DOWN" position. Pull the hand hydraulic pump handle fully aft and pump until three green gear indicator lights illuminate and the gear selector handle returns to neutral. ISSUED: OCTOBER 1, 1975 REPORT: 1948 REVISED: SEPTEMBER 17, 1976 3-13 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-23-250 (SIX PLACE), AZTEC F EXTENDING GEAR WITH CO2 (SERIAL NUMBERS 27-7654001 THROUGH 27-7954121 ONLY) Use the emergency CO2 gear extension system only if the engine-driven and hand hydraulic pumps fail. The system may also be used on aircraft with serial numbers 27-7654001 through 27-7854050 when Piper Kit No. 763 836 is not installed, if rapid gear extension is required for an emergency landing when the left engine is inoperative. The maximum gear down speed is 132 KIAS. To extend the gear with the emergency CO 2 system, first place the gear selector in the "DOWN" position. Raise the firing ring cover under the left front seat and pull the ring as far as possible. Do not then attempt to raise the gear hydraulically. NOTE Any time the gear has been extended b