PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL

Relocated infb. to pg. 8-14. Added para. 10.3 (j). Added supplement 5 and pages Added supplement 5 (Century 21 Autopilot). Revised approval. Revised warning. Revised para.2.7 (d) (6). Revised parc.2.9 (c). Changed para. 3.23 title, page nos. Changed alternator failure to electrical failures; add info., rnoved info. to pC.3-7 . Relocated info. fiom pg. 3-6; moved info. to pg. 3-8. Relocated info. fiom pC.3-1. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code Rev. 3 (cont) REPORT: VB-1120 vi-b FAA Approval Signature and Date Revised Pages Description of Revisions 3-r5 3-t6 6-35 6-36 b--1 / 6-38 6-39 6-34 3-17 3-r3 3-14 6-t9 6-29a 6-31 6-33 Revised, retitled para. 3.23 with added info. Added pala.3.24;noved parc.3.25 and 3.27 to pg. 3-15, and paru.3.29 to pg. 3-16. Relocated para. 3.25 and 3.27 from pg. 3-14; moved para. 3.31 to pg. 3-16. New page, relocated para. 3.29 from pg. 3-14 and para. 3.31 from pg. 3-15. New page, added relocated info, Added item 61. Added item204. Revised item267. Added item2'74; revised item 275; moved items 283 and 285 to pg. 6-34. Relocated items 283 and 285 from pg. 6-33; moved items 291 thru 295 to pg. 6-35. Relocated iterns 291 thru 295 from pg. 6-34; moved items 301 and 303 to pg, 6-36. Relocated items 301 and 303 liorn pg. 6-35; rroved item 309 to pg. 6-37. Relocated item 309 fiom pg. 6-36;moved items 317 and 31! to pg. 6-38. Relocated items 317 and 319 frorn pg. 6-37; moved itern 327 ro pg.6-39. Relocated item32'7 from pg. 6-38; rnoved items 333 thru 337 to pg.6-40. Revised Pages Description ol' Revisions 7 -ra 1 -ll 7-12 7-13 1-20 9-i 9-r5 thru 9- l8 9-19 thru 9-20 6-41 6-40 6-42 6-43 6-44 1-4 5-1 5-2 6-6 6-16 Relocated items 333 thrLr 337 frorn pg. 6-39; moved items 409 thru 417 to pg. 6-41. Relocated items 409 thru 417 Ii'om pg. 6-40; moved items 423 thru 429 to pg. 6-42. Relocated items 423 thru 429 from pg. 6-41; moved itenrs 435 thru Ml to pg. 6-43. Relocated items 435 thru 441 fiom pg. 6-42; moved infb. to pg.6-44. New page; relocated infb. from pg. 6-43. Revised para.7.I3. Revised para.7 .15. Revised figure 7- 1 I . Cont. para. 7. l5 revision. Cont. para. 7. 15 revision. Revised para.7 .25. Added supplernent 6. Retyped supplement 5. Added supplement 6 (Piper Control Wheel Clock) Revised para. 1.13. Moved infb. to pC.5-2. Relocated info. fiom pg. 5- l; added Warning. Revised Figure 6-5. Revised item21. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) FAA Revision Number and Code Rev. 3 (cont) Rev.4 (PR81062s) Signature and Date U*l A'..,- WrLrd Evans Jan. 14, 1981 REPORT: VB-1120 vi-e Revised Pages Description ol' Revisions 6-3la 6-3rb 3-i,4-i 4-4, 4-7, 4-8 4-12 4-13 4-14 6-21 6-22 6-33 6-34 6-43 6-25 6-3 r 6-35 6-42 6-44 l-1 7-10 Revised items 85 and 87; moved item 95 to pg.6-22. Relocated item 95 from pg. 6-21. Reviscd item 137. Renumbered and movcd item to pg. G31b. New page. Added items 268 and269;re- located renumbered item tiorn pg.6-31. Added item276; moved itern 281 to pg.6-34. Relocatecl item 281 from pg. 6-33. Revised item 291. Revised items 421 , 429 and 43 moved itern 433 to pg. 6-43. Relocaled revised item 433 trompg.6-42. Removed info. Revised para. 7. I 1. Revised para.7.15. Revised 'Iable of Contents. Revise Normal Procedure checklist. Relocated para.4.i3 inlb. to pg.4-13; aclded Note; revised info. Relocated Note to pg.4-14; added para. 4.13 inlb. firm pg.4-12. Relocated para.4.I7 infb. to pg. 4-15; added Note fi'om pg.4-13. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code Rev. 4 (cont) Rev.5 (PR8r r il6) REPORT: VB-1120 vi-d FAA Signature and Date U-{ €,',t',,* Ward Evans June 25, l98l PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code Rev. 5 (cont) Signature and Date REPORT: VB-1L20 vi-e Revised Pages Description of Revisions 4-15 4-16 4-17 4- 18 4-19 4-20 4-21 6-34 4-22 6-i 6- 13 6-33 Relocated para. 4.21 to pg. 4- l6; added pan. 4.17 info. from pg. 4-14. Relocated para. 4.23 and para.4.25 to pg.4-17; added para.4.21 liom pg. 4-15; added Note; revised info. Relocated para.4.27 info. to pC. 4-l8; added para. 4.23 and para. 4.25 fuompg.4-16. Relocated para. 4.29 info. to pg. 4-19; relocated pan. 4.3l to pg. 4-19 andpg.4-24; added para. 4.21 info.from pg. 4-17. Relocated info. to pg.4-2A; added para. 4.29 andpara. 4.31 info. liom pg. 4-18; revised pua4.31. Relocated para. 4.37 and paru, 4.39 to pg. 4-21; added info. from pg. 4-18 and pg. 4-19. Relocated para. 4.41 to pg. 4-22; added para. 4.37 and para. 4.39 frorn pg. 4-20. Added pB.; added paru.4.47 liom pg. 4-21. Revised Thble of Contents. Revised para. 6.1 1. Relocated item 279 to pg. 6-34; renumbered old item 211; addednew item277. Relocated item 289 to pg. 6-35; ackled item 279 from pg.6-33. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Number and Code Rev. -5 (cont) REPORT: VB-1120 vr-l Signature and Date U-t €,.^.' Ward Evans Nov. 16, 1981 Revised Pages Description of Revisions 6-35 6-36 6-37 6-38 6-39 6-40 6-41 6-42 6-43 6-44 1-20 9- 18 9-19 Reiocated items 297 and 299 to pg. 6-36; added items 289 from pg, 6-34. Relocated itern 307 to pg. 6-37; added items 297 and 299 from pg. 6-35. Relocated items 313 and 315 to pg. 6-38; added item 307 from pg. 6-36. Relocated item 325 to pg. 6-39; added items 313 and 315 fiom pg.6-37. Relocated item 329 to pg. 6-40 and renumbered itern; relocated item 331 to pg.6-40; revised item 328; added new item329. Relocated items 405 and 401 to pg. 6-41; added re- numbered items 330 and 331 frorn pg. 6-39. Relocated items 419 and 421 to pg.6-42; added revised item 405 from pg, 6-40; added item 407 from pg. 6-40. Relocated item 43 I to pg. 6-43; added iterns 419 and 421 from pg. 6-41. Relocated item 443 to pg. 6-44; added item 431 h'om pg.6-42, Added item 443 l'rom pg. 6-43; added new item 445. Revised inlb. Revised item (c) (4). Revisecl item (a). Description of Revisions Revised Pages 4-r 6-i 6-6 6-7 6-9 6-10 6-lZa '7-20 1-21 t-i 111 4-1i 3-ii 4-i 9-i .1 aa 9-13 1-4 2-1 2-4 2-9 3-i Revised handbook info. Removed para. 1 .21 - con- version l'actol index. Added infb. to para. 1.1 1. Revised para.2.1 . Added intb. to para.2.11. Con'ected placard eror. Exparrded emerg. procedure inclex; moved info. to new pg.3-ii. New pg.; relocated infb. from pg.3-i. Expanded normal procedure index; moved info. to new pg.4-ii. New pg.; relocated infb. frorn pg.4-i. Revised para. 4.1. Revised index pg. Revised fig. 6-5 info. Revised fig. 6-7 info. Added info. to {rg.6-9. Added info. to fig. 6- I 1. Revised para. 6.9. Revised para.7 .25. Revised para. 7.31; moved para.7 .33 inlb. to pg.7-22. New pg.; relocated info. fiom pg.7 -21. Updated Supplement index pg. Revised Supplement 4 (pitch trim). PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) ston Number and Code Rev.6 (PR820721) FAA Approval Signature and Date REPORT: VB-l120 Yi-g PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Nurnber and Code Rev. 6 (cont) Rev.7 (PR82l l ls) Rev. 8 (PR830720) REPORT: VB-1120 vi-h FAA Signature and Date U-1.6.-- Ward Evans July 21, 1982 U-l 6,'.',,.. Ward Evans Nov. 15, 1982 U*1. €,'r^- Ward Evans July 20, 1983 Revised Pages Description of Revisions 8-5 8-4 2-11 9-21 thru 9-40 9-41 thru 9-66 r-12 thru t-21 5-3 thru 5-7 7-12 1-13 t-9 t-t2 2-t0 6-9 8-2 8-3 9-67 thru 9-70 8-2 8-3 Added new Suppiement 7 Added new Supplement 8 Deleted para. l.2l and pages. Revised para. 5.5 Relocated info. frorn pg.7-13. Moved info, to pg.7-12, added Caution. Revised para. 8.3. Revised para. 8.3 and 8.5, relocated info. frorn pg. 8-4. Moved revised para. 8.5 to pg. 8-3, relocated infb. from pg. 8-5. Moved inlb. to pg. 8-4. Deleted MEA. Deleted pg. l-12, paru. L2l Moved fuel placards to pg.2-11. Added new page (GAMA placard). Revised fig. 6-9. Revised pzu'a. 8.3. Revised pala. 8.5. Added Supplement 9. Revised Pages Description of Revisions Revised Table of Contents. Revised pala. 1.7. Revised item (b). Revised paru.2.7. Revised para. 3.1. Revised procedures. Revised para.4.9. Revised parc.4.19. Revised Fig. 5-37. Revised para. 6.1. Revised para. 6.3. Revised para. 6.5. Revised item (b). Revised para.7.7. Revised para.7.73. Revised para.7 .15. Revised para.7.17. Revised parc.7.33. Revised para. 8.21. Revised Table of Contents. Changed Safety to Operating. Added info. to para.4.27 Revised charts. Revissd para.7.11. Relocated inlb. from pg.7-10. Added infb. to para.7 .15 Added info. to parc.7 .25 Revised Table of Contents. Added Supplement 10. (Aux. Vac. System) vll 1-3 l-7,1-8 2-3 3-1 4-4,4-6 4-11 4-15 s-29 6-1 6-2 6-5 6-1 6 t -_) 7-8 7-10 7-14 t-21 8-12 10-i r0-1, t0-2 4-18 5-20 thru 5-25 7-7 7-9 9-i 9-71 thru 9-76 -/-rc 7-20 PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code Rev.9 (PR840629) Rev. 10 (PR8s0705) Rev. 11 (PR86r020) FAA Approval Signature and Date U*t e,.^- Ward Evans June29,1984 lzDate REPORT: VB-l120 vi-i ,-fuAt*'rJ D.H.Trompler Sept. 16, 1985 -/lAr*"v1D.H.Trompler: Revised Pages Description of Revisions 1-6 & t-'7 4-6 5-4 6- l0 6-12b 6-12c 7-24 7-25 8-12 8-l2a 9-5 9-r0 9-35 9-37 9-53 9-54 9-61 9-9 7-26 vl-J 8-1 8-2 8-3 8-12 f-i Revised para. 8.1. Revised para. 8.I and 8.3. Revised para. 8.3. Revised para. 8.19. Added Supplement l0 ro T.O,C. Revised Section 3, para. (a). Added Rev. 13 to Log of Revisions. Revised para. 1.19. Revised pru'a. 4.5. Revised para. 5.5. Revised fig. 6- 1 1. Revised para.6.9. Added fig. 6-17 title. Moved para. 7 .39 tt:t pg.7 -26 Revised para.7 .37 . Added Narco ELT 910 inforrnation. Added page. Relocated para.7 .39 from pg. 7-24. Revised para.7 .39, Revised para's. 8.19 & 8.21. Revised Fuel Grade Chart. Added Sec.6 & 7. Revised Preflight (b)( I ). Revised itern 10. Revised item 4. Rernovecl text. Revised item 13. Revised item 10. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Nunber and Code Rev. 12 (PR8812 r5) Rev. 13 (PR900202) REPORT: VB-1120 vi-j &rAt,,+ FAA Approval Signature and Date D.H.Trompler Jan. 10, 1989 D. H.Trompler Man26, 1990 -llArr*"rJ PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) sloll Approval Number and Code Rev. 14 (PR930r07) Rev. 15 (PR940329) Rev. 16 (PR980402) Signature and Date tArn?.rn'luu- W. R. MOREU Jan.07, 1993 L),rn?.tntour.- W. R. MOREU March 29,1994 fG/ E. PECK April2, 1998 REPORT: VB-1120 vi-k Revised Pages Description of Revisions 9-71 7-26 vi-k vi-l 9-i 7-i 7-26 '7 _17 7-28 vi-k z- -1 3-6 1-9 1-10 9-15 Added log of revision page Added log of revision page Added Supplement l1 to T.O.C. Added Supplement 1l Revised T.O.C. Relocated para. 7.39 frorn pg.7-26 to page 7-27 Revised para. 7.37 added EUI info. Added page. Added Page. Added Rev. I6 to L of R. Revised Para.2.7. Revised Para. 3.3. Revised Fig. 7 -9 , Revised Para.7.15. Revised illustration. PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision Number and Code REPORT: Vts-1120 vi-l Approval Signature and Date Revised Pages Description of Revisions SECTION 1 SECTION 2 SECTION 3 SECTION 4 sEcTroN 5 SECTION 6 sEcTroN 7 SECTION 8 SECTION 9 sEcTtoN 10 TABLE OF CONTENTS GENERAL LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE WEIGHT AND BALANCE DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS AIRPLANE HANDLING, SERVICING AND MAINTENANCE SUPPLEMENTS OPERATING TIPS REPORT: VB-1120 vii T'HIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-l120 viii TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page No. No. Introduction Engines Propellers Fuel oil 1.1 1.3 1.5 1.7 r.9 1.11 1.13 1.15 t.l7 1. l9 1-1 1-3 1-3 l-3 l-4 l-4 t-4 1-5 1-5 r-6 Maximum Weights Standard Airplane Weights........ Baggage Space Specific Loadings Symbols, Abbreviations and Terminology REPORT: VB-L1.20 1.-i Paragraph No. REPORT: VB-1120 l -lt TABLE OF CONTENTS SECTION 1" (cont) THIS PAGE INTENTIONALLY LEFT BLANK Page No. PIPER AIRCRAFT CORPORATION PA-28.181, ARCHER II SECTION 1 GENERAL SECTION I GENERAL I.1 INTRODUCTION This Pilot's Operating Handbook is designed for maximutn utilization as arl 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 mattufacturer. This hanclbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable f'ederal air regulations or advisory circulars. It is not intendecl to be a guide fbr basic flight instruction or a training manual and should not be used fbr operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsi- bility of the owner. The pilot in command is responsible tor determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument tnarkings, placards, and this handbook. Although the arrerngement 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 "tinger-tip" tab divider for quick reference. The limitations and emergency proceclures have been placed ahead of the normal proce- dures, perfbrmance and other sections to provide easier access to infbrma- tion that may be required in flight. The "Emergency Procedures" Section has been turnished 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, tigure numbers, item numbers and pages noted as being intentionally left blank. REPORT: VB-l120 1-1 ISSUED: JULY 2,1979 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II I I t? ta.lt'- THREE VIEW Figure l-1 Wing Arcr (sq. fi.) Min. Turning Radius (fi.) (from pivot point to wingtiP) t70.0 30.0 ttf -tltr I t REPORT: VB-1120 t-2 ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA,28-181, ARCHER II SECTION 1 GENERAL 1.3 ENGINES (a) Nuntber of Engines (b) Engine Manulhcturer (c) Engine Model Nurnber 1.5 PROPELLERS (a) Number of Propellers (b) Propeller Manul'acturer (c) Model (d) Number of Blades (e) Propeller Diameter (inches) (1) Maximum (2) Minimum (D Propeller Type 1.7 FUEL AVGAS ONLY (d) Takeofl'Power - 5 Minute Lirnit (BHP) (e) TakeofTEngine Speed - 5 Minute Limit (RPM) (f) Maximum Continuous Power (BHP) (g) Maximum Continuous Engine Speed (RPM) (h) Bore (inches) (i) Stroke (inches) 0) Displacernent (cubic inches) (k) Compression Ratio (l) Engine Type I Lycorning O-360-A4M or o-360-A4A 180 2700 178 2650 5.125 4.375 361.0 8.5:1 Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled I Senseniclr 76EM8S5-0-62 2 16 76 Fixed Pitch 100 Green or 100LL Blue Aviation Grade Ref'er to latest issue of Lycoming Instruction No. 1070. REPORT: VB-l120 1-3 (a) Fuel Capacity (U.S. gal.) (total) (b) Usable Fuel (U.S. gal.) (total) (c) Fuel (1) Minimum Octane (2) Alternate Fuel 50 48 ISSUED: JULY 2,1979 REVISED: JUNE 29,1984 SECTION I GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 1.9 OrL (a) Oil Capacity (U.S. quarts) (b) Oil Specification 8 Refer to latest issue ol'Lycoming Service Instruction 1014. Multi S.A.E. 40 or 50 s.A.8.40 S.A.8.40 or 20w-30 s.A.E.20W-30 Utiiity (c) Oil Mscosity per Average Arnbient Temp. for Starting (1) Above 60'F (2) 30'F to 90'F (3) 0'F to 70'F (4) Below 10'F l.11MAXIMUM WEIGHTS (a) Maximum Rarnp Weight (lbs.) (b) Maximum Takeoff Weight (lbs.) (c) Maximum Landing Weight (lbs.) (d) Maximum Weights in Baggage Compartrnent (lbs.) REPORT: VB-1120 t-4 Single s.A.E.50 s.A.E.40 s.A.E.30 s.A.E.20 Normal 2558 2550 2550 2138 2130 2130 204 1..I3 STANDARD AIRPLANE WEIGHTS Refbr to Figure 6-5 lbr the Standard Ernpty Weight and the Usefui Load. 0 ISSUED: JULY 2,t979 REVISED: JULY 21,1982 PIPER AIRCRAFT CORPORATION PA.28.1.81, ARCHER II SECTION 1 GENERAL 1.15 BAGGAGE SPACE (a) Compartment Volume (cubic feet) (b) Entry Width (inches) (c) Entry Height (inches) 1.17 SPECIFIC LOADINGS (a) Wing Loading (lbs. per sq. ft.) (b) Power Loading (lbs. per hp) 24 22 20 15.0 t4.2 REPORT: VB-1120 1.-5 ISSUED: JULY 2,1979 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The lbllowing definitions are of synrbols, abbreviations and tcrmi- nology used throughout the handbook and those which may be of added operational signilicance to the pilot. (a) General Airspeed Terminology and Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft. corrected for position and instrurnent error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Calibrated Airspeed expressed in "Knots." Ground Speed is the speed of an airplane relative to the ground. Indicated Airspeed is the speed of an air- craft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. Indicated Airspeed expressed in "Knots." TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, tenperature and compressibility. Maneuvering Speed is the maximum speed at which airplication of full available aerodynamic control will not overstress the airplane . Maximum Flap Extended Speed is the highest speed permissible with wing tlaps in a prescribed extended position. Vr KCAS GS IAS KIAS I vre REPORT: VB-1120 t-6 ISSUED: JULY 2,1979 REVISED: FEtsRUARY 2, 1990 PIPER AIRCRAFT CORPORATION PA.28.181, ARCHER II SECTION 1 GENERAL VNe/[4rvr, Vt'to Vso Vx (b) Meteorological Tenninology ISA OAT ISSUED: JVLY 2,1979 REVISED: FEBRUARY 2, 1990 Never Exceed Speed or Mach Number is the I speecl limit that may not be exceeded at any time. Maxirnurn Structural Cruising Speed is the I speed that should not be exceeded except in smooth air and then only with caution. Stalling Speed or the minimum steacly I flight speecl at which the airplane is con- trollable. Stalling Speed or the minimum steady I flight speed at which the airplane is con- trollable in the landing configuration. Best Angle-of-Climb Speecl is the airspeed I which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed I which delivers the greatest gain in altitude in the shortest possible time. International Standard Atmosphere in whichl 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 (1013.2 mb); The tempera- ture gradient from sea level to the altitude at which the temperature is -56.5'C (-69.7'F) is -0.00198C (-0.003564"F) per foot and zero above that altitude. Outside Air Temperature is the free air static temperature, obtained either from inflight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects. REPORT: VB-1120 t-7 Vs Vv SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II REPORT: VB-1120 1-8 Indicated Pressure Altitude Pressure Altitude Station Pressure Wind (c) Power Terminology Taker:lT Power Maxirnum Continuous Power (d) Engine Instruments EGT Gauge The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). Altitude measured from standard sea-level pressure (29.92 in. Hg) by a pressure or barornetric altirneter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instlument errors are assurned to be zero. Actual atmospheric pressure at field elevation. The wind velocities recordecl as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the repofied winds. Maximum power permissible fbr takeoff. Maximum power permissible continuously during flight. Exhaust Gas Ternperature Gauge ISSUED: JULY 2,1979 REVISED: JUNE 29,1984 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 1 GENERAL (e) Airplane Perfbrmance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. Demonstrated The demonstrated crosswind velocity is the Crosswind velocity of the crosswind component for Velocity which adequate control of the airplane (Demo. X-Wind) cluring takeolf and landing was actually demonstrated during certification tests. Accelerate-Stop The distance required to accelerate an air- Distance plane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. Route Segment A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. (0 Weight and Balance Terminology Reference Datum Station Arm ISSUED: JULY 2,1979 REVISED: JULY 20,1983 An imaginary vertical plane from which all horizontal clistances are measured for balance purposes. A location along the airplane fuselage usually given in tenns of distance frorn the reference datum. The horizontal distance fiom the referense clatum to the center of gravity (C.G.) of an item. REPORT: VB-1,L20 1-9 SECTION 1 GENERAI, PIPER AIRCRAFT CORPORATION PA-28-181 ARCHER II Moment Center of Gravity (c.G.) C.G. Arm C.G. Limits Usable Fuel Unusable Fuel Standard Empty Weight Basic Empty Weight Payload UsefulLoad Maximum Ramp Weight The product of the weight of an item multi- pliecl by its arm. (Moment dividecl by a constant is usecl to simplify balance calcu- lations by reclucing the number of digits.) The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. The extreme center of gravity locations within which the airplane must be operated at a given weight. Fuel available fbr flight planning. FLrel lemaining after a runout test has been completed in accordance with govcrn- mental regul:rtions. Weight of a standard airplane including unusable fuel, full operating t'luids and full oil. Standard enpty weight plus optional ecluiprnent. Weight of occupants, cargo and baggage. f)ifference between takeoff weight, or ramp weight is applicable, and basic empty weight. Maximum weight approved for ground maneuver. (It includes weight of start, taxi and run up fuel.) REPORT: VB-l120 1-10 ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28.1.81, ARCHER II SECTION 1 GENERAL Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight Maximum weight approved for the start of the takeofT run. Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable luel. REPORT: VB'1120 1-lI ISSUED: JULY 2,1979 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-L120 1-12 ISSUED: JULY 2,1979 TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph No. Page No. General 2.1 2.3 2.5 2.7 2.9 2.11 2.t3 2.15 2.r1 2.19 2.21 2.23 2.25 Airspeed Indicator Markings Power Plant Limitations ....... Power Plant Instrument Markings 2-1 2-1 ') _') 2-3 2-4 2-4 2-5 2-6 2-6 2-6 2-6 a1 2-8 Weight Limits Ccntcr of Cravity Lirnits Maneuver Limits Flight Load Factors Types of Operation Fuel Limitations Noise Level. Placards ...... REPORT: VB-1120 2-i Paragraph No. REPORT: VB-1120 z-tt TABLE OF CONTENTS SECTION2 LIMITATIONS THIS PAGE INTENTIONALLY LEFT BLANK Page No. PIPER AIRCRAFT CORPORATION SECTION 2 LIMITATIONS PA-28-181 ARCHER II SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the "FAA Approved" operating limitations, instrument markings, color coding and basic placards necessary for opera- | tion of the airplane and its systems. This airplane must be operated as a normal or utility category airplane in compliance with the operating lirnitations stated in the form of placards and markings and those given in this section and this complete handbook. Limitations associated with those optional systems ancl equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED KIAS KCAS Never Exceecl Speed (VNE) - Do not exceed this speed in any operation. Maximum Structural Cruising Speed (VNO) - Do not exceed this speed except in smooth air and then only with caution. 154 148 125 121 REPORT: VB-l1"20 2-l ISSUED: JALY 2,1979 REVISED: JULY 21,1982 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28.181. ARCHER II SPEED Design Maneuvering Speed (VA) - Do not rnake full or abrupt control movements above this speed. Ar 2550lbs. G.W. At1634lbs. G.W. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the tlaps extended. 2.5 AIRSPEED INDICATOR MARKINGS MARKING Red Radial Line (Never Exceecl) Yellow Arc (Caution Range - Smooth Air Only) Green Arc (Normal Operating Range) White Arc (Flap Down) REPORT: VB-1120 t-) KIAS KCAS 113 89 111 89 CAUTION Maneuvering speecl decreases at lighter weight as the ef}'ects of aerodynamic forces become more pronounced. Linear interpolation may be usecl for intermediate gross weights. Maneuver- ing speed shoulcl not be exceecled while opera- ting in rough air. r02 100 IAS 154 KTS 125 KTS to I54 KTS 55 KTS to 125 KTS 49 KTS to 102 KTS ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-L81, ARCHER II SECTION 2 LIMITATIONS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) EngineManufacturer (c) Engine Model No. (d) Engine Operating Limits (1) Takeoff Power - 5 Minute limit (BHP) (2) TakeoffEngine Speed - 5 Minure Limir (RPM) (3) Maximum Continuous Power (BHP) (4) Maxirnutn Continuous Engine Speed (RPM) (5) Maxirnum Oil Temperature (6) Oil Pressure Minimum (red line) Maximum (red line) (7) Fuel Pressure Minimum (red line) Maximum (red line) (8) Fuel (AVGAS ONLY) (minimum grade) (9) Nurnber of Propellers ( 1 0) Propeller Manufacturer (11) Propeller Model ( 12) Propeller Diameter Minimum Maximum (13) Propeller Toierance (static RPM at maximum permissible throttle setting, sea level, ISA) ISSUED: JVLY 2,1979 REVISED: APRIL 2,1998 NOTE Rel'er to the airplane maintenance manual for test procedure to determine approved static rpm under non-standard conditions. I Lycorning O-360-A4M or 0-360-4'44' with carburetor setting 10-3878 180 2',700 178 2650 245'F 25 PSI 90 or 100 PSI 0.5 PSI 8 PSI 100 or 100LL Aviation Grade I Sensenich 76EM8S5-0-62 76IN 76IN Not above 2340 RPM Not below 2240 RPM REPORT: VB-l120 2-3 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 2.9 POWER PLANT INSTRU]VIENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) Yellow Arc (5 Minute Limit) Red Line (Thkeoff Power) (b) Oil Temperature Green Arc (Normal Operating Range) Red Line (Maximum) (c) Oil Pressure Green Arc (Norrnal Operating Range) Yellow Arc (Caution Range) (Idle) Yellow Arc (Ground Warm-Up) Red Line (Minimurn) Red Line (Maxirnum) (d) Fuel Pressure Green Arc (Normal Operating Range) Red Line (Minimum) Red Line (Maximum) 500 to 2650 RPM 2650 to 2700 RPM 27OO RPM "75" to245"F 245"F 60 PSI to 90 PSI 25 PSI to 60 PSI None or 90 PSI to 100 PSI 25 PSi 90 or 100 PSI 0.5 PSI to 8 PSI 0.5 PSI 8 PSi Utility 2.11 WEIGHT LIMITS Normal (a) Maximum Ramp (lbs.) 2558 (b) Maximurn Weight (lbs.) 2550 (c) Maximum Baggage (lbs.) 200 NOTE Refer to Section 5 (Perfonnance) for maximum weight as lirnited by performance. REPORT: VB-1120 2-4 2138 2130 0 ISSUED: JULY 2,L979 REVISED: JULY 21,1982 PIPER AIRCRAFT CORPORATION PA.28.1"81, ARCHER II SECTION 2 LIMITATIONS Weight Pounds Forward Limit Inches Aft of Datum Rearward Limit Inches Aft of Datum 2550 2050 (and Iess) 88.6 82.0 93.0 93.0 2.13 CENTER OF GRAVITY LIMITS (a) Norrnal Category (b) utility caregory NOTES Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading eclge at the inboard intersection of the straight and taperecl section. It is the responsibility of the airplane owtrer and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. REPORT: VB-l120 2-5 Weight Pounds Forward Limit Inches Aft of Datum Rearward Lirnit Inches Afl of Datum 2130 2050 (and less) 83.0 82.0 93.0 93.0 ISSUED: JULY 2,1979 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 2.15 MANEUVER LIMITS (a) Normal Category - All acrobatic maneuvers including spins proiribited. (b) Utility Category - Approved marleuvers lbr bank angles exceeding 60'. Steep Turns Lazy Eights Chandelles 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maxirnurn) (b) Negative Load Factor (Maximum) 2.2I FUELLIMITATIONS (a) Total Capacity (b) Unusable Fuel The unusable tuel fbr this airplane has been determined as 1.0 gallon in each wing in clitical l1ight attitudes. (c) Usable Fuel The usable t'uel in this airplane has been determined as24.0 gallons in each wing. REPORT: VB-1120 2-6 Normal Utility 3.8 G 4.4 G No inverted maneuvers approved 50 U.S. GAL. 2 U.S. GAL. 48 U.S. GAL. Entry Spced I13 KIAS 113 KIAS 113 KIAS 2.19 TYPES OF OPERATION The airplane is approved fbr the following operations when equipped in accordance with FAR 91 or FAR i35. (a) Day V.F.R. (b) Night V.F.R. (c) Day l.F.R. (d) Nisht I.F.R. (e) Non Icing ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA.28.181, ARCHER II SECTION 2 LIMITATIONS 2.23 NOISE LEVEL The noise level of this aircraft is 73.9 d B(A). No determination has been made by the Federal Aviation Administra- fion that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out o1, any airport. The above statement not withstanding the noise level stated above has been verified by and approved by the Federal Aviation Administration in noise Ievel test flights conducted in accordance with FAR 36, Noise Standards - Aircraft Type and Airworthiness Certification, This aircraft model is in cornpliance with all FAR 36 noise standards applicable to this type. REPORT: VB-1120 2'7 ISSUED: JULY 2,1979 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 2.25 PLACARDS In full view of the pilot: ..THIS AIRPLANE MUST BE OPERATED AS A NOR- MAL OR UTILITY CATEGORY AIRPLANE IN COM- PLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARK- INGS AND MANUALS. ALL MARKINGS AND PLACARDS ON THIS AIR- PLANE APPLY TO ITS OPERATION AS A UTII.ITY CATEGORY AIRPLANE. FOR NORMAL AND UTILITY CATECORY OPERATION REFER TO THE PILOT'S OPERATING HANDBOOK. NO ACROBATIC MANEUVERS ARE APPROVED FOR NORMAL CATEGORY OPERATIONS. SPINS ARE PROHIBITED FOR NORMAL AND UTILITY CATEGORY." In full view of the pilot: TAKEOFF CHECK LIST Fuel on proper tank Electric fuel pump on Engine gauges checked Flaps - set Carb. heat off Mixture set Prirner locked Fuel on proper tank Mixture rich Electric fuel pump on Seat backs erect LANDING CHECK LIST Seat backs erect Fasten belts/harness Trim tab - set Controls- fi'ee Door - latched Air Conditioner off Flaps - set Fasten belts/harness Air Conditioner olT The "AIR COND OFF" item in the above takeolT and landing check lists is mandatory for air conditioned aircraft only. REPORT: VB-1120 2-8 ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 2 LIMITATIONS In f'ull view of the pilot, in the area of the air conditioner control panel when the air conditioner is installed: "WARNING = AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PER- FORMANCE.'' Adiacent to upper door latch: ..ENGAGE LATCH BEFORE FLIGHT,'' On insicle of the baggage compartment door. ..BAGGAGE MAXIMUM 2OO LBS.'' ..UTILITY CATEGORY OPERATION - NO BAG- GAGE OR AFT PASSENGERS ALLOWED. NOR- MAL CATEGORY OPERATION - SEE PILOT'S OPERATING HANDBOOK WEIGHT AND BAL- ANCE SECTION FOR BAGGAGE AND AFT PAS- SENGER LIMITAIIONS.'' In full view o{'the pilot "Ve 113 KIAS Nl 2550# (SEE P.O.H.)" ..DEMO. X-WIND 17 KTS." In full view of the pilot: ..OIL COOLER WINTERIZATION PLATE TO BE REMOVED WHEN AMBIENT TEMPERATURE EX- CEEDS 50"F.'' ISSUED: JULY 2,1979 REVISED: IULY 21,1982 REPORT: VB-l120 2-9 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II In full view ofthe pilot: ..UTILITY CATEGORY OPERATION ONLY.'' (1) NO AFT PASSENGERS ALLOWED. (2) ACROBATTC MANEUVERS ARE LIMTTED TO THEFOLLOWING: ENTRY SPEED SPINS PROHIBITED STEEP TURNS LAZY EIGHTS CHANDELLES In full view of the pilot: ..WARNING = TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE," On tachometer t'ace: "AFTER 5 MIN; REDUCE POWER TO 2650 RPM." 113 KIAS I13 KIAS I13 KIAS ISSUED: JULY 2,1979 REVISED: JULY 20,1983 REPORT: VB-1120 2-10 PIPER AIRCRAFT CORPORATION SECTION 2 LIMITATIONS PA-28-181 ARCHER II Adjacent to the fuel filler caps: FUEL - 100 or 100LL AVIATION GRADE. or FUEL. IOO-130 AVIATION GRADE MIN. USABLECAPACITY 24GAL. USABLE CAPACITY TO BOTTOM OF FILLER NECKINDICAIOR 17 GAL. Adjacent to the filler caps (serial numbers 28-8390036 and up): fitr&JlB ffHI.Y ffffft**n* rssk* srlsE tss REPORT: VB-lL20 2-ll ISSUED: JULY 20,1983 THIS PAGE INTENTIONALLY LEFT BLANK TABI,E OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph No. Gerreral 3.1 -), -t Emergency Procedures Checklist Engine Fire During Start Engine Power Loss During Takeoff Engine Power Loss In Flight Power Off Landing Fire In Flight........... Loss of C)il Pressure . Loss of Fuel Pressul'e High Oil Temperatut'e. Electrical Failures........ Electrical Overload (Interlocked Battery and Alternator Switch) Electrical Overload (Separate Rattery and Alternator Switch) Spin Recovery 3.5 3.'7 3.9 3.1 1 3.13 3.r5 3.17 3.19 3.21 3.23 1-t 3-t 3-8 3-8 3-8 3-9 3-9 3-9 3- 10 3-11 3-11 3-12 3- 13 3- l3 3-13 Page No. 3-1 -J- -t --)--l -1-J 3-4 3-4 3-5 3-5 3-5 3-5 3-6 3-6 Open Door... Carburetor Icing ................... Engine Roughness Amplified Emergency Procedures (General) Engine Fire During Start ............, Engine Power Loss During Takeoff Engine Power Loss In Flight.... Power Off Landing Fire In Flight. Loss of Oil Pressure Loss ofFuel Pressure High Oil Temperature REPORT: VB-l120 3'i Electrical Failures TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph No. 3.24 Electrical Overload. Page No. 3.25 Spin Recovery J J J J J 14 l5 15 T6 L6 3.21 Open Door... 3.29 Carburetor Icing 3.31 Engine Roughness REPORT: VB-1120 -t-rr PIPER AIRCRAFT CORPORATION SECTION 3 EMERGENCY PROCEDURES PA-28-181 ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommendecl procedures for coping with various types of emergencies and critical situations are provided by this section. All of required (FAA regulations) emergency proceclutes and those necessary for the 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 equipmeni which require hanclbook supplements are provi<led in Section 9 | (Supplements). The first portion ol'this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the operation of systerns. The remainder of the section is devoted to amplified emergency pro- cedures containing additional intormation to provide the pilot with a more complete understanding of the procedutes. These procedures are suggestecl as a course of action for coping with the I particular condition described, but are not a substitute for sound judgrnent , and common sense. Pilots should familiarize themselves with the procedules I given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off lanclings' arc a nonnal part of pilot training. Although these emergencies are discussed here, this inlbrmation 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 fbr all aircral't. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: JULY 2,1979 REVISED: JUNE 29,1984 REPORT: VB-l120 3-1 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28.181, ARCHER II THIS PAGE INTENTIONALLY LEFT BLANK REPORt VB-1120 a-t ISSUED: JALY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.3 EMERGENCY PROCEDURES CHECK LIST ENGINE FIRE DURING START Throttle Electric fuel pump... Fuel selector Starter ..'.'......crank engine ..............idle cut-ofT OFF OFF Abandon if fire continues. ENGINE POWER LOSS DURING TAKEOFF If suflicient runway remains fbr a normal landing, land straight aheacl. If insufficient runway remains: Maintain saf'e airspeed. Make only shallow turn to avoicl obstrltctions Flaps as situation requires. If sufficient altitude has been gained to attempt a restart: Maintain safe airspeed. Fuel selector switch to tank containing fuel Electric fuel pump.... ..............check ON Mixture ..check RICH ISSUED; JULY 2,1979 REVISED: MAY 29,1980 REPORT: VB-1120 3'3 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II ENGINE POWERLOSS IN FLIGHT Fuel selector .switch to tank containing luel Electric fuel pump .......ON Mixture .RICH Carburetor heat Engine gauges. .oN ..check for indication of cause of power loss Primer.......... .check locked If no tirel pressure is indicated, check tank selector position to be sure it is on a tank containing fuel. When power is restored Carburetor heat Electric luel pump........... If power is not restored prepare for power off landing. Trim for 76 KIAS. POWER OFF LANDING Locate suitable field. Establish spiral pattern. 1000 ft. above field at downwind position for normal landing approach When field can easily be rcached slow to 66 KIAS fbr shortest landing. Touchdowns shoulcl normally be made at lowest possible airspeecl with full f1aps. When comrnitted to landing: Ignition Master switch.......... Fuel selector Mixture Seat belt and harness REPORT: Vl3-1120 3-4 .OFF .OFF ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 3 EMERGENCY PROCEDURES FIRE IN FLIGHT Source of frre....... ...............check Electrical fire (smoke in cabin); Master switch.......... ...OFF vents ".'.'.'.'. """""""'open Cabin heat ..................OFF Land as soon as practicable. Engine fire: Fuel selector ..........,.,..OFF- Tlrrottle Mixture .CLOSED Electric fuel purnp .idle cut-off .check OFF Heater and defroster ...OFF Pr:oceed with power off landing procedure. LOSS OF OIL PRESSURE Land as soon as possible and investigate cause. Prepare for power off landing. LOSS OF FUEL PRESSURE Electric fuel pump .......ON Fuel selector HIGH OIL TEMPERATURE Land at nearest airport and investigate the problem. Prepare for power off landing. ..check on full tank REPORT: VB-1120 3-5 ISSUED: JULY 2,L979 SECTION 3 E}IERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28,181, ARCHER II If amrneter: shows zero: At-'-| switch.. ...............OFF ELECTRICAL FAILURES NOTE When operating with light electrical load and a fully charged battery, the Alternator Inop. Light may illuminate due to minimal alternator output. If the alternator is functional, a slight increase in electrical load should extinguish the Inop. indication. AUI annunciator light illuminated: Ammeter...... ...Check to verify inop. alt, Reduce electrical loads to minirnum: ^"::::::T1lil : :::":Tffi:T ALT switch ON If power not restored: ALT switch .OFF If alternator output cannot be restored, reduce electrical loads and land as soon as practical. The battery is the oniy remaining source of electrical power. ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load) FOR AIRPLANES WITH INTERLOCKED BAT AND ALT SWITCH OPERATION Electrical load .Reduce lf alternator loads are reduced: ALT switch.. ...............()FF Land as soon as practical. Battery is the only remaining source of power Anticipate cornplete electrical failure. REPORT: VB-1r20 3-6 ISSUED: JULY 2,L979 REVISED: APRIL 2,t998 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 3 EMERGENCY PROCEDURES ELECTRICAL OVERLOAD (Alternator over 20 amps atrove known electrical load) FOR AIRPLANES WITH SEPARATE BAT AND ALT SWITCH OPERATION ALT switch BAT switch. ..oN .OFF If alternator loads are reduced Electrical load I-and as soon as practical. ISSUED: JULY 2,1979 REVISED: JANUARY 14, 1981. .Reduce to Minimum NOTE Due to increased system voltage and radio frequency noise, operation with ALT switch ON and BAT switch OFF should be made only when required by an electrical system failure. If alternator loads are not reduced ALT switch.. ................oFF .....As required BAT switch.. Land as soon as possible. Anticipate complete electlical lailure. SPIN RECOVERY Throttle................ ..............idle Ailerons .full opposite to direction of rotation ..full forward ..,.neutral (when rotation stops) Control wheel ........... .............as required to smoothly regain level flight altitude ,.,...,neutral REPORT: VB-1120 3-7 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA.28-18I, ARCHER II .OPEN DOOR If both upper and side latches are open, the dool will trail slightly open and airspeeds will be reduced slightly. To close the door in flight: Slow airplane to 87 KIAS. Cabin vents.. ....close ....open Storm window If upper latch is open............. .........1atch If side iatch is open ...................pu11 on armrest while rnoving latch handle to Iatchcd position If both latches are open ..latch side latch then top latch CARBURETOR ICING Carburetor heat ON Mixture .adjust for maxirnurn smoothness ENGINE ROUGHNESS Carburetor heat................ ON If roughness continues after one min Carburetor heat ..........oFF Mixture .adjust for maximum smoothness Electric fuel pump .......ON Fuel selector Engine gauges ..........check Magneto switch ...L then R then BOTH If operation is satisfactory on either one, continue on that magneto at reduced power and full RICH mixture to first airport. Prepare for pclwer olT landing. .........switch tanks REPORT: Vll-1120 3.8 ISSUED: JULY 2,1979 REVISED: JANUARY 14, l98L PIPER AIRCRAFT CORPORATION SECTION 3 EMERGENCY PROCEDURES PA-28-L81, ARCHER II 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) The lbllowing paragraphs are presented to supply additional informa- tion for the purpose of providing the pilot with a more complete under- stancling of the recommencled course of action and probable cause of an emsrgency situation. 3.7 ENGINE FIRE DURING START Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. If a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attenlpt to draw the fire back into the engine. If the engine has started, coutinue operating to try to pull the fire into the engine. In either case (above), if fire continues more than a I'ew seconcls, the fire shoulcl be extinguished by the best available external means. The fuel selector valves should be OFF and the mixture at idle out-off if an external fire extinguishing method is to be used' 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss ol'power occurs during takeoff will clepend on the circurnstances ol'the particular situation. If sulficient runway remains to complete a normal landing, land straight ahead. If insufficient runw4y remains, maintain a safe airspeed and make only a shallow turn if necessary to avoid obstructions. Use of flaps depends on tlle circumstances. Normally, flaps should be fully extended for touchdown' REPORT: VB-1120 3-9 ISSUED: JVLY 2,1979 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA.28.181. ARCHER II If sulficient altitucle has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to insure that it is ON ancl that the mixture is RICH. The carburetor heat should be oN and the primer checked to insure that it is locked. If engine failure was caused by fuel exhaustion, power will not be re- gained aller switching luel tanks until the empty fuel lines are tilled. This may require up to ten seconds. II'power is not regained, proceecl with the Powsr Off Lancling procedure (relbr to the emergency check list and Paragraph 3.13). 3.11 ENGINE POWER LOSS IN FLIGHT Complete engine power loss is usually caused by fuel tlow interruption and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the tirst step is to prepare for an emergency landing (refer to Paragraph 3.13). An airspeed of at least 76 KIAS should be main- tained. If altitudc permits, switch the fuel selector to another tank containing luel and turn the electric fuel pump ON. Move the mixtr.rre control to RICH and the carburetor heat to oN. check the engine gaugos tbr an inclication of the cause ol' the power loss. check to insure the prirner is locked. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel. When power is restored move the carburetor heat to the OFF position and turn OFF the electric t'uel pump. If the preceding steps do not restore power, prepare for an emergency landing. If tirne permits, turn the ignition switch to L then to R then back to BorH. Move the throttle and mixture control levers to dilrerent settings. This may restore power if the problern is too rich or too lean a rnixture or if there is a partial fuel system restriction. Try other fuel tanks. Water in thc fuel could take some time to be used up, and allclwing the engine to windmill I may restore power. If power loss is clue to water, luel pressure inclications will bc normal. IIEPORT: VI|-1120 3-10 ISSUED: JULY 2,1979 REVISED: MAY 29, 1980 PIPER AIRCRAFT CORPORATION SECTION 3 EMERGENCY PROCEDURES PA-28-181 ARCHER II If engine failure was caused by fuel exhattstion, power will not be re- stored alter switching fuel tanks until the empty fuel lines are filled' This may require up to ten seconds. If power is not regained, proceed with the Power Off Landing procedure (refer to the ernetgency check list and Paragraph 3. 13). 3.13 POWER OFF LANDING If loss of power occurs at altitude, trim the aircraft tbr best gliding angle 76 KIAS (Air Cond. off) and look for a suitable field. If measures taken to restore power are not ef'fective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to lancl at one if you have sufficient altitude. If possible, notify the FAA by radio of your diffi- culty and intentions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this fleld. Try to be at 1000 feet above the field at the downwincl position, to make a normal landing approach. When the field can easily be reached, slow to 66 KIAS with tlaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a cornbination of these. Touchdown should norrnally be made at the lowest possible airspeed' When committed to a landing, close the throttle control and shut OFF the master and ignition switches. Flaps may be used as desired. Turn the firel selector valve to OFF and move the mixture to idle cut-ofT. The seat belts and shoulder harness (if installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed. 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, srnell and heat in the cabin. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications since the action to be taken differs somewhat in each case. Check {br the source of the fire llrst. REPORT: VB-1120 3-ll ISSUED: JULY 2,1979 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II If an electrical fire is indicated (smoke in the cabin), the master switch should be turned OFF. The cabin vents shoulcl be opened and the cabin heat turned OFF. A landing shoulcl be macle as soon as possible. If an engine fire is present, switch the tuel selector to OFF and close the throttle. The mixture should be at idle cut-ofT. Turn the electric fuel pump OFF. ln all cases, the heater and defroster should be OFF. If radio corn- munication is not required, select master switch OFF. Proceed with power off landing procedure. NOTE The possibility ol an engine fire in flight is extremely remote. The procedure given is general and pilot judgrnent should be the deter- mining factor for action in such an emetgency. 3.17 LOSS OF OIL PRESSURE Loss of oil pressure rnay be either partial or complete. A partial loss o1' oil pressure usually indicates a malfunction in the oii pressure regulating system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared lbr a forced landing. If the problem is not a pressure gauge rnalfunction, the engine may stop suddenly. Maintain altitucle until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten conplete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in telnperatur.es, or oil smoke, are apparent. and an airport is not close. If engine stoppage occurs, proceed with Power OlT Landing. REPORT: VB-1120 3-12 ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.19 LOSS OF FUEL PRESSURE If loss of fuel pressure occurs, turn ON the electric luel pump and check that the fuel selector is on a full tank. If the problem is not an empty tank, land as soon as practical and have the engine driven 1lel pump and fuel system checked. 3.21 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooler, damaged or improper baffle seals' a def'ective gauge, or other causes. Land as soon as practical at an appro- priate airport and have the cause investigated. A steady, rapid rise in oil tempetature is a sign of trouble. Land at the nearest airport and let a rnechatric investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressul'e. 3.23 ELECTRICAL FAILURES Loss of alternator output is detected through zero reading on the ammeter. Before executing the following procedure, insur:e that the reading is zero and not merely low by actuating an electrically powered device, such as the landing light. If no increase in the ammeter reading is noted, alterntrtor failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accom- plished by moving the ALT switch to OFF tbr one seconcl and then to ON. If the trouble was caused by a momentary overvoltage condition (16.5 volts and up) this proceclure should return the ammeter to a normal reading. If the ammeter continues to indicate "0" output, or if the alternator will not remain reset, turn off the ALII switch, maintain minimurn electrical load and land as soon as practical. All electrical load is being supplied by the battery. ISSUED: JULY 2,1979 REVISED: JANUARY 14, 1981 REPORT: VB-1120 3-13 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA.28-181, ARCHER II 3.24 ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical load) If abnorrnally high alternator output is observed (more than 20 amps above known electrical load for the operating conditions) it may be caused by a low battery, a battery f'ault or other abnormal electrical load. lf the cause is a low battery. the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists attempt to reduce the load by turning off non-essential equiprnent. For airplanes with interlocked BAT and ALT switch operation, when the electrical load cannot be re- duced turn the ALT switch OFF and land as soon as practical. The batrery is the only rernaining source of electrical power. Also anticipate complete electrical failure. For airplanes with separate BAT and ALT switch operations, turn the BAT switch OFF and thc ammetsr should dscrease. Turn the BAT switch ON and continue to monitor the ammeter. If the alternator output does not decrease within 5 minutes, turn the BAT switch OFF and land as soon as practical. All electrical loads are bcing supplied by the alternator. NOTE Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BAT switch OFF should be made only when required by an electrical f'ailure. REPORT: VI]-1120 3-14 ISSUED: JULY 2,1979 REVISED: JANUARY 14, 1981 PIPER AIRCRAFT CORPORATION PA.28.181, ARCHER II SECTION 3 EMERGENCY PROCEDURES 3.25 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately move the throttle to idle and the ailerons to neutral. Full rudder should then be applied opposite to the direction of rotation followed by control wheel tull forward. When the rotation stops, neutralize the rudder ancl ease back on the control wheel as requirecl to smoothly regain a level flight attitude. 3.27 OPEN DOOR The cabin door is double latched, so the chances of its spr:inging open in flight at both the top and side are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soorl afterward. A partially open door will not affect normal flight character:istics, and a nortnal landing can be made with the door open. If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly. ISSUED: JULY 2,1979 REVISED: JANUARY 14, 1981 REPORT: VB-1120 3-15 SECTION 3 EMERGENCY PROCEDURES PIPER AIRCRAFT CORPORATION PA-28.I.8I., ARCHER II To close the cloor in flight, slow the airplane to 87 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the armrest while rnoving the latch handle to the Iatched position. If both latches are open, close the side latch then the top 1atch. 3.29 CARBURETOR ICING Under certain moist atmospheric conditions at temperatures of -5oC to 20oC, it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel. To avoid this, carburetor preheat is provided to replaca the heat lost by vaporization. Carburetor heat should be tull on when carburetor ice is encountered. Adjust mixture for maxirnum smoothness. 3.3l ENGINE ROUGHNESS Engine roughness is usually due to carburetor icing which is indicated'by a drop in RPM, and rnay be accompanied by a slight loss of airspeed or altitude. lf too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required. Turn carburetor heat on (See Note). RPM will decrease slightly and roughness will increase. Wait lbr a decrease in engine roughness or an increase in RPM, indicating ice removal. If no change in approxirrately one minute, rsturn the carburetor heat to OFF. If the engine is still rough. adjust the mixture for maximum smoothness. The engine will run rough if too rich or too lean. The electric f'uel pump should be switchecl to ON and the fuel selector switched to the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal reaclings. If any gauge readings are abnormal, proceecl accorcl- ingly. Move the magneto switch to L then to R, then back to BOTH. If operation is satisfactory on either magneto, proceed on that magneto at reduced power, with mixture full RICH, to a landing at the first available airport. REPORT: VB-1120 3-16 ISSUED: JANUARY 14, l98l PIPER AIRCRAFT CORPORATION SECTION 3 EMERGENCY PROCEDURES PA-28-181 ARCHER II If roughness persists. prepare for a precautionary landing at pilot's discretion. NOTE Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice, which will refreeze in the intake systeln. When using carburetor heat, therefore, always use full heat, and when ice is removed return the oon-trol to the full cold position. REPORT: VB-ll20 3-17 ISSUED:JANUARY 14, 1.981 THIS PAGE INTENTIONALLY LEFT BLANK TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph No. Page No. 4.1 4.3 4.5 4-l 4-l 4-3 4-3 4-4 4-4 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-8 4-8 4-8 4-8 4-9 4-9 4-to 4-t0 4-12 4-12 4-14 4-14 4-15 4-t6 4-17 General Airspeeds fbr Safe Operations Normal Procedures Checklist. Before Starting Engine Starting Engine When Cold.. Starting Engine When Hot Starting Engine When Flooded Starting With External Power Source Warm-Up Taxiing Ground Check Before Takeoff Preflight Check........... Warm-Up..... Ground Check Before TakeotT Takeoff Climb.. Cruising Descent, Approach and Landing Stopping Engine Parking......... Arnplified Normal Procedures (General) ..........1..... Preflight Check........... Betbre Starting Engine Starting Engine 4.7 4.9 4.tl 4.13 4.r5 4.t7 4.19 4.2r 4.23 REPORT: VB-1120 4-i Takeoff TABLE OF CONTENTS (cont) SECTION 4 (cont) Paragraph No. Page No. 4.25 4.27 4.29 4.3t 4.33 4.35 4.31 4.39 4.4r Climb Cruising Descent....... Approach and Landing. Stopping Engine 4-r"1 4-r7 4-18 4-t9 4-20 4-20 4-2r 4-21 Aaa A-LL Stalls Tlrrbulent Air Operation Weight and Balance REPORT: VB-1120 4-ii PIPER AIRCRAFT CORPORATION PA.28.181, ARCHER II SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section describes the recommended procedures for the conduct of normal operations lbr the Archer II. All of the required (FAA regulations) procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented. Normal procedures associated with those optional systenls and equip- rnent which require handbook supplements are provided by Section 9 (Supplements). These procedures are provided to present a source o1'rcference and review and to supply inforrnation on procedures which are not the same for all aircral't. Pilots should lamiliarize themselves with the procedures given in this section in order to become prolicient in the normal operations of the airplane. The trrst portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems. "fhe remainder of the section is devoted to amplified normal procedures which provide detailed infonnation and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an in-flight reference due to the lengthly explanations. The short form check list should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level. ISSUED: JULY 2,1979 REVISED: JALY 21,,L982 REPORT: VB-1120 4-l SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique. (a) Best Rate of Climb Speed (b) Best Angle of Clirnb Speed (c) Turbulent Air Operating Speed (See Subsection 2.3) (d) Maximum Flap Speed (e) Landing Final Approach Speed (Flaps 40) (0 Maximum Demonstrated Crosswind Velocity 76 KIAS 64 KIAS 113 KIAS 102 KIAS 66 KIAS 17 KTS REPORT: VB-1120 4-2 ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 4 NORMAL PROCEDURES WALK-AROUND Figure 4-1 4.5 NORMAL PROCEDURES CHECK LIST PREFLIGHT CHECK Control wheel ........... ..........release belts Avionics Fuel quantity gauges ...............check Master switch.......... .OFF Ignition. .................oFF Exterior.. ..check lbr darnage Control surfaces .......check fbr interference - Hinges fi'ee ol'iceo snow, frost ,.check for interference .fiee of ice, snow, frost Stall warning ............check Fuel tanks .....check suPPlY visually - secure caps REPORT: VB-1120 4_3 I ISSUED: JULY 2,1979 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Fuel tank sumps .......... Fuel vents... Main gear struts ..drain and check fbr water sediment and proper: fuel .............open .proper inllation (4.50 in.) Tires Brake blocks .check .check Pitot head ,....remove cover - holes clear Windshield.. ..............c1ean Propeller and spinner ....................check Fuel and oil ................ ....check lbr leaks Oil .................check level Dipstick....... ...................proper1y seated Cowling....... ............secure Inspection covers........... ............,..secure Nose wheel tire .check Nose gear strut.............. ......proper inflation (3.25 in.) Air inlets...,.. ..............c1ear Alternator belt ................. Tow bar and control locks Baggage stowed properly - secure Baggage door .close and secure Fuel strainer ............drain and check for' water sedirnent and proper fuel Prirnary flight controls ...propel' operatl0n .check tension Seat belts and harness BEFORE STARTING ENGINE ,stow ..on board ......fasten/adj ust- check inertia reel Cabin door... .................c1ose and secure Required papers Brakes .set Carburetor heat Fuel selector.... ..fullCOLD desired tank Radios S AKT'NG ENGINE WHEN COLI) Throttle Mastel switch open ..oN ..ON Electric luel pump Mixture........ ......fullRICH REPORT: VB-l120 4-4 ISSUED: JULY 2,1979 REVISED: JUNE 29,1984 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 4 NORMAL PROCEDURES Starter .............en949e Throttle ....................ac1just Oil pressure. .............check If engine does not start within 10 sec. prime and repeat starting procedure. STARTING ENGINE WHEN HOT Throttle........ ........112 open Master switch .....:.............................ON Electric fuel pump .......ON Mixture .,..........fuII RICH ,................en949e Throttle .adjust .check STARTING ENGINE WHEN FLOODED Throttle .'.......'.....open full Master switch ON Oil pressure, Mixture Starter.. Mixture Tlrrottle idle cut-off Oil pressure. .............check STARTING WITH EXTERNAL POWER SOURCE ,.engage advance Master switch OFF OFF All electrical ec1uipment.... Terminals ..............connect External power plug.,. .insert in fuselage Proceed with norrnal start Throttle .lowest possible RPM External power plug.. ..........disconnect from fuselage Master switch.......... ...................ON - check ammeter Oil pressure. .............check REPORT: VB-1"L20 4-S ISSUED: JULY 2,1979 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II WARM-UP Throttle TAXIING Chocks Taxi area Throttle Brakes Stceling .......... GROUND CHECK Parking brake Throttle Magnetos..... I Vacuum.... Oil temp Oil pressure Air conditioner........ Annunciator panel... Carburetor heat ....... Fuel pressurc Throttle BEFORE IAKEOF'F Master switch Flight instrurnents ... Fuel selector....... Electric luel pump Carburetor heat ....... Seat backs Mixture Primer IIEPORT: VB-1120 4-6 .removed .........clear ..apply slowly .check .check ..........................;*r d;; .........rnax. drop 175 RPM - max. dilT.50 RPM .........'.'5.0" Hg. * .1 ...check .check .check ........press-to-test ......check 800 to 1200 RPM Engine is warm for takeolT when throttle can be openecl without engine Ialtering. Electric fuel pump........ OFF Engine gauges.......... ...check ......lockecl ISSUED: JULY 2,1979 REVISED: FEBRUARY 2, 1990 ..........retard PIPER AIRCRAFT CORPORATION SECTION 4 NORMAL PROCEDURES PA-28-181 ARCHER II Belts/harness TAKEOFF' NORMAL F1aps............ ..................set Flaps....... Trim tab.. Controls., Doors .............. Air conclitioner Tab .. Accelerate to 52 to 65 KIAS Control wheel back pressure to rotate to climb attitucle SHORT FIELD, OBSTACLE CLEARANCE Flaps ........... ...............25 (second notch) Accelerate to 41 to 49 KIAS depending on aircraft weight. Control whee1........... ...............back pressure to rotate to climb attitude After breaking ground, accelerate to 45 to 54 KIAS depending on aircraft weight. Accelerate to best flaps up angle of climb speed - 64 KIAS, slowly retract the flaps and climb past the obstacle. Accelerate to best flaps up rate of climb speed - 76 KIAS. SOFT FIELD Flaps ........... ...............25 (second notch) Accelerate to 41 to 49 KIAS depending on aircraft weight. Control whee1........... ...............back pressure to rotate to climb attitude Atter breaking ground, accelerate to 45 to 54 KIAS depending on aircrall weight. Accelelate to best flaps up rate of climb speed 76 KIAS. Fiaps ....retract slowly ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, L981 REPORT: VB-1L20 4-7 SECTION 4 NORNIAI, PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-1fil ARCHER II CLIMB Bes[ rate (flaps up)..... Best angle (flaps up) ,76 KIAS .64 KIAS .87 KIAS En route....... Electric fuel pump ..................OFF at desiled altitude CRUISING Ref'erence perfbrmance charts and Avco-Lycoming Operator's Manual. Normal max. power ........................157o Power ..............set per power table Mixture .adjust DESCENT NORMAL Throttle . Airspeed Mixture. Carburetor heat every 30 seconds APPROACHAND LANDING Fuel selector ....proper tank Seat backs ..................erect I Bcltsilrarncss ...................... .........Iasten/adjust Power .......... .............verify with throttle Mixture ...as required REPORT: VB-1.120 4-8 ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION SECTION 4 NORMAL PROCEDURES PA-28-181 ARCHER II ,.......,,...,retract Air conditioner................. Trim ro 75 KIAS. OFF Final approach speed (f1aps 40") ..............66 KIAS STOPPING ENGINE Flaps Magnetos. OFF OFF Master switch PARKING Parking brake Control wheel .set ..............secured with belts Flaps .........hrIIup Wheel chocks. ,.............in place Tie downs REPORT: VB-1120 4-9 ISSUED: JULY 2,1979 SECTION 4 NORNIAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II 4.7 AMPLTFIED NORMAL PROCEDURES (GENERAL) The lbilowing paragraphs are provided to supply detailed information and explanations of the normal proccdures necessill'y for the safe operation of the airplane. 4.9 PREFLIGHT CHECK The airplane should be given a thorough pretlight and walk-around check. The prel'light should include a check of the airplane's operational status, computation of weight and C.C. limits, takeolT distancc and in-flight perfornance. A weather brie{ing should be obtained for thc intended flight path. and any other I'actors relating ro a safe flight should be checked betbre takeoff. CAUTION The flap position should be noted before boarding the aircraft. The flaps must be placed in the UP position before they will lock ancl support weight on the step. Upon entering the cockpit, release the seat belts securing the control wheel. Turn OFF all avionics equipment. Turn ON the master switch and check the fuel quantity gauges for sufficient fuel. After the fuel quantity check is made turn the master switch OFF and check that the ignition switch is OFF. To begin the exterior walk-aror"rnd, check for external damage and operational interference of the control surf'aces or hinges. Insure that the wings and control surfaces are free of snow, ice, h'ost or any other foreign materials. An operational check of the stall warning system should now be made. Turn the master switch ON. Lill the detector while checking to determine if the horn is actuated. The master switch should be returned to the OFF position after the check is complete. A visual check of the fuel tank quantity should be performed. Remove the tiller cap from each tank and visually check the supply and color. Be sure to secure the caps properly alter the check is conplete. REPORT: VB-1120 4-to ISSUED: JULY 2,1979 PIPER AIRCRAFT CORPORATION PA.28-1.81, ARCHER II SECTION 4 NORMAL PROCEDURES The fuel system sumps and strainer should be drainecl daily prior to the first flight and aftel refueling. Check fbr proper fuel and the accumulation of contaminants such as water or sediment. Each fuel tank is equipped with an in<lividual quick drain located at the lower inboard rear corner of the tank. The fuel strainer is equipped with a quick drain located on the front lower corner of the firewall. Each of the fuel tank sutnps should be drained first. Then the fuel strainer should be drained twice, once with the fuel selector valve on each tank. Each time tuel is drained, sufficient fuel should be allowed to flow to ensure removal of contaminants. This luel should be collected in a suitable container, examined for oontaminants, and then discarded' CAUTION When clraining any amount of fuel, care should be taken to ensure that no fire hazard exists bcforc stal'ting thc cnginc. Each quick drain should be checked after closing it to make sure it has closed completely and is not leaking. Check all of the luel tank vents to make sure they are open. Next, complete a check of the landing gear. Check the main gear shock struts for proper inflation. There should be 4.50 inches of strut exposure uncler a normal static load. The nose gear should be checked for 3.25 inches of strut exposurc. Check all tires for cuts and wear and insure proper inflation. Make a visual check of the brake blocks for wear or damage' Rernove the cover from the pitot head on the utrderside of the left wing. Check the pitot head to make sure the holes are open and clear of obstructions. Don't forget to clean and check the windshield. The propeller and spinner should be checked for defects or nicks. Lift the cowling and check for any obvious fuel or oil Ieaks. Check the oil level. Make sure that the dipstick has properly seated after checking. Secure the cowling and check the inspection covers. Cheok the air inlets for foreign lnatter and the alternator belt for proper tension. ISSUED: JULY 2,1979 REVISED: JUNE 29,L984 REPORT: VB-1120 4-tt SECTION 4 NORMAL PROCEDURES PTPER AIRCRAFT CORPORATION PA,28.181, ARCHER II Stow the tow bar and check the baggage fbr proper storage and security The baggage compartment doors should be closecl and secure. Upon entering the aircraft, ascertain that all primary flight controls operate properly. Close and secure the cabin door and check that all the required papers are in order and in the airplane. Fasten and adjust the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply on the strap. Fasten seat belts on cmpty scats. NOTE if the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessi- bility to all controls, including fuel selector, tIaps, trim, etc., while maintaining adequate restraint fbr the occupant. If the inertia reel type shoulder harness is installed, a pull test of its locking restraint feature should be performed. 4.T1 BEFORE STARTING ENGINE Before starting the engine the brakes should be set ON and the car- buretor heat lever rnoved to the lull COLD position. The luel selector should then be rnoved to the desired tank. Check to make sure titat all the radios are OFF. 4.I3 STARTING ENGINE (a) Starting Engine When Cold Open the throttle lever approximately i/4 inch. Turn ON the master switch and thc electric fuel pump. Move the rnixture control to f'ull RICH ancl engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, and move the throttle to the desired setting. REPORT: VB-1120 4-12 ISSUED: JULY 2,1979 REVISED: NOVE1VIBER 1.6, L98l PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 4 NORMAL PROCEDURES ISSUED: JULY 2,1979 REVISED: NOVEMBER 16' 1981 If the engine does not fire within five to ten seconds, clisengage the starter, prime the engine and repeat the starting procedure. (b) Starting Engine When Hot Open the throttle approximately L/2 inch. Turn ON the master switch and the electric luel pump. Move the mixture control lever to full RICH and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch and move the throttle to the desired setting. (c) Starting Engine When Flooded The throttle lever should be full OPEN. Turn ON the master switch and turn OFF the electric fuel pump. Movc the mixture control lever to idle cut-oiT and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, advance the tnixture and retard the throttle. (d) Starting Engine With External Power Source : An optional feature called the Piper External liower (PEP) aliows the operator to use an external battery to crank the engine without having to gain access to the airplane's battery. Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE () terminal of an external 12-volt battery and the BLACK leacl to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket locatecl on the fuseiage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique. After the engine has started, reduce power to the lowest possible RPM, to reduce sparking, and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. REPORT: VB-1,L20 4-13 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II NOTE For all normal operations using the PEP jumper cables, the master switch should be OFR but it is possible to use the ship's battery in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. CAUTION Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the master switch ON momentarily while the stalter is engagcd. If cranking speed increases, the ship's battery is at a higher level than the sxternal power supply. 4.15 WARM-UP Warm-up the engine at 800 to 1200 RPM {br not. morc than two minutcs in warm weather and four ninutes in cold. Avoid prolonged idling at low RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.17 TAXTING Before atternpting to taxi the airplane, ground personnel should be instructed and approved by a qualified psrson authorized by the owner. Ascertain that the propellel back blast and taxi areas are clear. REPORT: VB-1120 4-14 ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA.28.181, ARCHER II SECTION 4 NORMAL PROCEDURES Power should be applied slowly to start the taxi roll. Taxi a few t'eet fbrward and apply the brakes to determine their eft'ectiveness. While taxiing, make slight turns to ascertain the effectiveness of the steering. Observe wing clearances when taxiing near buildings or other stationary objects. Ifpossible, station an observer outside the airplane. Avoid holes and ruts when taxiing over uneven ground. Do not operate the engine at high RPM when running up or taxiing over grouncl containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.I9 GROUND CHECK Set the parking brake. The magnetos should be checked at 2000 RPM. Drop off on either magneto should not exceed 175 RPM and the difference between the magnctos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds. Check tlre vacuum gauge; the indicator should read 5.0" +.1" Hg at 2000 RPM. Check the annunciator panel lights with the press-to-test button. Also check the air conditioner. Carburetor heat should also be checked prior to takeff to be sure the control is operating properly and to clear any ice which may have formed during taxiing. Avoid prolonged ground operation with carburetor heat "ON" as the air is unfiltered. The electric fuel pump should be turned OFF after starting or during warm-up to make sure that the enginc driven pump is operating. Prior tcr takeofT the electric pump should be turned ON again to prevent loss of power during takeolT should the engine driven pump fail. Check both oil temper- ature and oil pressure. The temperature may be low lbr some fime il'the engine is being run fbr the first time of the day. The engine is warm enough fbr takeofT when the throttle can be opened without the engine fhltering. ISSUED; JULY 2,1979 REVISED: JUNE 29,1984 REPORT: VB-LL20 4-15 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA.28.I8I., ARCHER II 4.21 BEFORE TAKEOFF All aspects of each particular takeoff should be considered prior to executing the takeotT procedure. Turn ON the master switch and check and set all of the flight instru- ments as required. Check the fuel selector to make sure it is on the proper tank (fuliest). Turn ON the electric fuel pump ancl check the engine gauges. The carburetor heat should be in the OFF position. All seat backs should be erect. The mixture should be set and the primer checked to insure that it is locked. The seat belts and shoulder harness should be fastened and adjusted. Fasten the seaf belts snugly around ths gmpty seats. NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessi- bility to all controls, including fuel selector, f1aps, trim, etc., while maintaining aclequate restraint fbr the occupant. If the inertia reel type shoulder harness rs installed, a pull test of its Iocking restraint feature should be pertbrrned. Exerciss and set the flaps and triur tab. Insure proper flight control movement and response. All doors should be properly secured and latched. On air conditioned models, the air conditioner must be OFF to insure normal takeotI perforrnauce. REPORT: VB-1120 4-t6 ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, 1981 PIPER AIRCRAFT CORPORATION PA.28-I81, ARCHER II SECTION 4 NORMAL PROCEDURES 4.23 TAKEOFF The nonnal takeolT technique is conventional fbr the Archer II. The tab should be set slightly al't of neutral, with the exact setting determined by fhe loading of the airplane. Allow the airplane to accelerate to 48 to -53 KIAS dcpending on the weight of the aircral't and ease back on the control wheel to rotate to climb attitude. The procedure used for a short tield takeotT with an obstacle clearance or a soft lield takeotT cliffers slightly fi'om the normal technique. The flaps should be lowered to 25 (second notch). Allow the aircrail to accelerate to 41 to 49 KIAS clepending on the aircraft weight and rotate the aircraft to climb attitude. After breaking ground, accelerate to 45 to 54 KIAS, depending on aircraft weight. Continue to climb while accelerating to the flaps-up rate of climb speed, 76 KIAS if no obstacle is present or 64 KIAS if obstacle clearance is a consideration. Slowly retract the flaps while clirnbing out. 4.2s CLrMB I The best rate of clirnb at gross weight will be obtained at 7[5 KIAS. The best angle o1'clirnb may be obtained at 64 KIAS. At lightei than gross weight these speeds are reduced somewhat. For'clirnbing en roule, a speed of 87 KIAS is recommended. This will produce better I'orward speed and increased visibility over the nose during the climb. When reaching the desired altitude, the electric fuel pump may be turned off. 4.27 CRUISING The cruising speed of the Archer II is determined by many factors, including power setting, altitude. tomperature, loading and equipment installed in the airplane. The normal rnaximum cruising power is 75Vo of the rated horsepower of the engine. Airspeeds which may be obtained at various altitudes and power settings can be determined from the performance graphs provided by Section 5. ISSUED: JULY 2,1979 REVISED: NOVEMBER L6, L981 REPORT: VB'1120 4-17 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II Use of the mixture control in cruising flight reduces fuel consumption significantly, especially at higher altitudes. The mixture shoulcl be leaned during cruising operation above 5000 ft. altitude and at pilot's discretion at lower altitudes when 75Vo powe:r or less is being used. If any doubt exists as to the amount of power being used, the mixture should be in the full RICH position for all operations under 5000 feet. To lean the mixture, disengage the lock and puli the mixture control until the engine becomes rough, indicating that the lean mixture limit has been reached in the ieaner cylinders. Then enrich the mixture by pushing the control towarcls the instrument panel until engine operation becomes smooth. If the airplane is equipped with the optional exhaust gas temperature (EGT) gauge, a more accurate means of leaning is available to the pilot. Best economy mixture is obtained by moving the mixture control aft until peak EGT is reached. Bcst power mixture is obtained by leaning to peak EGT and then enrichening until the EGT is 100F. rich of the peak value. Under some conditions of altitucle and throttle position, the engine may exhibit roughness before peak EGT is reached. If this occurs, the EGT corresponding to the onset of engine roughness shouid be used as the peak ret-erence value. Always remember that the elcctric fuel purrp should be turned ON before switching tanks, and should be lelt on lbr a short period thereal'ter. In order to keep the airplane in best lateral trirn during crr"rising flight the fuel should be used alternately fi'om each tank. It is recommended that one tank be used fbr one hour after takeoff, then the other tank be used for two hours; then return to the first tank, which will have approximately one and one half hours of fuel renaining if the tanks were t'ull at takeoff. The second tank will contain approximately one half hour of tuel. Do not run tanks cornpletely dry in flight. The electric fuel pump should be norrnally OFF so that any ntalfunction of the engine ddven fuel pump is immediately apparent. If signs of fuel starvation should occur at any tirne during fiight, fuel exhaustion shor"rld be suspected, at which time the fuel selector should be immediately positioned to the other tank and the electric fuel pump switchcd to the ON position. 4.29 DESCENT NORMAL To achieve the performance on Figure 5-29 the power on descent must be usecl. The thlottle shoulcl be set for'2500 RPM, mixture tull rich and maintain an airspeed of 122 KIAS. In case carburetor ice is encountered apply lull carburetor heat. REPORT: Vll-1120 4-18 ISSUED: JALY 2,1979 REVISED: JULY 5, 1985 PIPER AIRCRAFT CORPORATION SECTION 4 NORMAL PROCEDURES PA-28-181 ARCHER II POWER OFF If a prolonged power ofT descent is to be made, apply full carburetor heat prior to power reduction if icing conditions are suspected. Throttle should be retarded and mixture control leaned as required. Power response should be verified approximately every 30 seconds by partially opening and then closing the throttle (clearing the engine). When leveling off enrichen mixture, set power as required and selcct carburetor heat off unless carburetor icing conditions are suspected. 4.31 APPROACH AND LANDING Check to insure the fuel selector is on the proper (fullest) tank and that the seat backs are erect. The seat belts and shoulder harness should be fastened and adjusted and the inertia reel checked. NOTE If the fixecl shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessi- bility to all controls, including fuel selector, flaps, trim, etc., while maintaining adequate restraint for the occupant. If the inertia reel type shoulder harness is installed, a pull test of its locking restraint featur:e should be perfcrrmed. Turn ON the electric fuel pump and turn OFF the air conditioner. The mixture should be set in the full RICH positiott. The airplane should be trimmed to an initial approach speed of about 75 KIAS with a final approach speed of 66 KIAS with flaps extendecl. The f'laps can be lowered at speeds up to 102 KIAS, if desired. The mixture control should be kept in full RICH position to insure maximum acceleration if it should be necessary to open the throttle again. Carbur:etor heat should not be applied unless there is an indication of carburetor icing, since the use of carburetor heat causes a reduction in power which may be critical in case of a go-around. Full throttle operation with carburetor heat on can cause detonation. ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, 1981 REPORT: VB-1120 4_t9 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II The amount of llap used during landings and the speed of the aircrafl at contact with the runway should be varied according to the landing surlace and conditions of wind and airplane loading. It is generally good practice to contact the ground at the rninimum possible safe speed consistent with existing conditions. Normally, the best technique for short and slow landings is to use lull tlap and enough power to maintain the desired airspeed and approach flight path. Mixture should be tull RICH, fuel on the fullest tank, and electric fuel pump ON. Reduce the speed during the t-lareout and contact the ground close to the stalling speed. After ground contact hold the nose wheel off as long as possible. As the airplane slows down, gently lower the nose and apply the brakes. Braking is most eff-ective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the rnain wheeis. In high wind conditions, particularly in strong crosswinds, it may be desirable to approach the ground at higher than normal speeds with partial or no flaps. 4.33 STOPPING ENGINE At the pilot's discretion, the flaps should be raised and the electric f'uel pump turned OFF. NOTE The llaps must be placed in the UP position for the flap step to support weight. Passengers should be cautioned accordingly. The air conditioner and radios should be turned OFF, and the engine stopped by clisengaging the mixture control lock and pulling the rnixture control back to idle curoff. The throttle should be left full aft to avoid engine vibration while stopping. Then the magneto and master switches must be turned OFF. 4.35 PARKING If necessary, the airplane should be moved on the ground with the aid of the nose wheel tow bar provided with each airplane and secured behind the rear seats. The aileron and stabilator controls should be secured by looping the saf'ety belt through the control wheel and pulling it snug. The flaps are locked when in the UP position and should be left retracted. REPORT: VB-1120 4-20 ISSUED: JULY 2,1979 REVISED: NOVENIBER 16, 1981 PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 4 NORMAL PROCEDURES Tie downs can be secured to rings providecl under each wing and to the tail skid. The rudder is held in position by its connections to the nose wheel steering and normally does not have to be secured. 4.37 STALLS The stall characteristics of the Archer II are conventional. An approach- ing stall is indicated by a stall warning horn which is activated between five and ten knots above stall speecl. Mild airframe buff'eting and gentle pitching may also precede the stall. The gross weight stalling speed of the Archer II with power off and full flaps is 49 KIAS. With the flaps up this speed is increased 6 KTS. Loss of altitude during stalls varies frorn 100 to 350 feet, depending on configuration and power. NOTE The stall warning system is inoperative with the master switch OFF. During preflight, the stall warning system should be checked by turning the master switch ON, iifting the detector and checking to determine if the horn is actuated. The master switch should be returned to the OFF position after the check is complete. 4.39 TURBULENT AIR OPERATION In keeping with good operating practice used in all aircraft, it is recom- mended that when turbulent air is encounterecl or expected, the airspeed be reduced to maneuvering speed to reduce the structural loads caused by gusts and to allow for inadvertent speed build-ups which may occur as a result of the turbulence or of distractions caused by the conditions. (See Subsection 2.3) ISSUED: JULY 2,1979 REVISED: NOVEMBER 16, 1981 REPORT: VB-l120 4-2t SECTION 4 NORIVIAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-18L, ARCHER II 4.41 WEIGHT AND BALANCE It is the responsibility of the owner and pilot to determine that the airplane remains within the allowable weight vs. csnter of gravity envelope while in flight. For weight and balance data, refer to Section 6 (Weight and Balance) REPORT: VB-r120 4-22 ISSUED: JULY 2,1979 TABLE OF'CONTENTS SECTION 5 PERFORMANCE Paragraph No. Page No. 5.1 5.3 5.5 5.7 5-l 5-l 5-3 5-9 5-9 General Introduction to Performance and Flight Planning Flight Planning Example Performance Graphs......... List of Figures REPORT: VB-1,150 5-l Puagraph REPORT: VB-1150 5-il TABLE OF CONTENTS SECTION 5 (cont) THIS PAGE INTENTIONALLY LEFT BLANK Page No. No. PIPER AIRCRAFT CORPORATION PA-28-181, ARCHER II SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE 5.I GENERAL All of the required (FAA regulations) and completnentary performance information applicable to the Archer II is provided by this section. Perfornance information associated with those optional systems and ecluipment which require handbook supplernents is provided by Section 9 (Supplements). 5.3 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING The performance infortnatiorl presented in this section is based on measured Flight Test Data corrected to LC.A.O. standard day conditions and analytically expanded for the various parameters of weight, altitude, temperature, etc. The perfbrmance charts are unfactored and do not make any allowance for varying degrees of pilot proliciency or mechanical deterioration of the aircratt. This performance, however, can be duplicated by following the stated procedures in a properly maintained airplane. Eft'ects of conditions not considered on the charts must be evaluated by the pilot, such as the etfect of soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and range per- formance. Endurance can be grossly atfected by improper leaning pro- cedures, and inflight fuel t'low and quantity checks are recommended. REMEMBER! To get chart perfonnatrce, follow the chart procedures. ISSUED: JULY 2,1979 REVISED: JUNE 25,1981 REPORT: VB-1120 5'l --