PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL

1.1 Introduction................................................................................. 1-1 1.3 Engines........................................................................................ 1-3 1.5 Propellers..................................................................................... 1-3 1.7 Fuel ............................................................................................ 1-3 1.9 Oil .............................................................................................. 1-4 1.11 Maximum Weights...................................................................... 1-4 1.13 Standard Airplane Weights......................................................... 1-4 1.15 Baggage Space ............................................................................ 1-4 1.17 Specific Loadings ................ .................. .................. ......... .. ....... .. 1-4 1.18 GIOOO GNSS (GPS/SBAS) Navigation System Equipment Approvals.................................................................. 1-5 1.19 Symbols, Abbreviations and Terminology.................................. 1-7 ISSUED: Apri116, 2013 REPORT: VB-2266 1-i Commercial SECTION! GENERAL PA-28-181, ARCHER ill THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-2266 1-ii ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER ill 1.1 INTRODUCTION SECTION 1 GENERAL SECTION! GENERAL This Pilot's Operating Handbook is designed for maximum utilization as an operating guide for the pilot. It includes the material required to be furnished to the pilot by F.A.R./C.A.R. It also contains supplemental data supplied by the airplane manufacturer. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsi- bility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered sections, each provided with a ''finger-tip'' tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The "Emergency Procedures" Section has been furnished with a red tab divider to present an instant reference to the section. Provision~ for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. ISSUED: April16, 2013 REVISED: April22, 2013 REPORT: VB-2266 1-1 Commercial SECTION! GENERAL ~---12' 10.48"----1~ Min turning radius 30 (It) (from pivot point to wing tip) ~ REPORT: VB-2266 1-2 ,. Oj I ' 35' ~ !=, o()o 9. ~. THREEVlEW PA-28-181, ARCHER ill ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER III 1.3 ENGINES (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number (d) Takeoff Power (BHP) (e) Takeoff Power Engine Speed (RPM) (f) Bore (inches) (g) Stroke (inches) (h) Displacement (cubic inches) (i) Compression Ratio (j) Engine Type 1.5 PROPELLERS (a) Number of Propellers (b) Propeller Manufacturer (c) Model (d) Number of Blades (e) Propeller Diameter (inches) (I) Maximum (2) Minimum (f) Propeller Type 1.7 FUEL AVGASONLY (a) Fuel Capacity (U.S. gal.) (total) (b) Usable Fuel (U.S. gal.) (total) (c) Fuel (I) Minimum Octane ISSUED: Apri116, 2013 SECTION 1 GENERAL I Lycoming 0-360-A4M 180 2700 5.125 4.375 361.0 8.5:1 Four Cy Iinder, Direct Drive, Horizontally Opposed, Air Cooled I Sensenich 76EM8S 14-0-62 2 76 76 Fixed Pitch 50 48 100 Green or !DOLL Blue Aviation Grade REPORT: VB-2266 1-3 Commercial SECTION! GENERAL 1.9 OIL (a) Oil Capacity (U.S. quarts) (b) Oil Specification (c) Oil Viscosity per Average Ambient Temp. for Starting (I) Above 60°F (2) 30°F to 90°F (3) 0°F to 70°F (4) Below 10°F 1.11 MAXIMUM WEIGHTS (a) Maximum Ramp Weight (lbs.) (b) Maximum Takeoff Weight (lbs.) (c) Maximum Landing Weight (lbs.) (d) Maximum Weights in Baggage Compartment (lbs.) 1.13 STANDARD AIRPLANE WEIGHTS PA-28-181, ARCHER ill 8 Refer to latest issue of Lycoming Service Instruction 1014. Single S.A.E. 50 S.A.E. 40 S.A.E. 30 S.A.E. 20 Normal 2558 2550 2550 200 Multi S.A.E. 40 or 50 S.A.E. 40 S.A.E. 40 or 20W-30 S.A.E. 20W-30 Utility 2138 2130 2130 0 Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. 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) REPORT: VB-2266 1-4 24 22 20 15.0 14.2 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER ill SECTION! GENERAL 1-18 GlOOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS The Gannin GIOOO Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system with a Satellite Based Augmentation System (SBAS) comprised of two ETS0-145/TSO-C145a Class 3 approved Garmin GIA 63Ws, ETS0-146/TSO-C146a Class 3 approved Gannin GDU 1040 Display Units, two GA36 GPS antennas (one is a GA37 if optional GDL 69 is installed), and GPS software version 3.2 or later approved version. The Garmin GIOOO Integrated Avionics GNSS navigation system as installed in this aircraft complies with AC 20-138C and has airworthiness approval for navigation using GPS and GPS/SBAS (within the coverage of a satellite-based augmentation system complying with ICAO Annex 10) for IFR enroute, terminal area, and non-precision approach operations including those approaches titled "GPS", "or GPS", and "RNAV (GPS)" approaches. The Garmin GNSS navigation system is approved for approach procedures with vertical guidance including "LPV" and "LNAVNNAV", within the U.S. National Airspace System. The Garmin G 1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements of AC 90-105 and meets the equipment performance and functional requirements to conduct RNP terntinal departure and arrival procedures and RNP approach procedures without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135 operators require operational approval from the FAA. The Garmin GNSS navigation system complies with the equipment requirements of AC 90-IOOA for RNAV 2 and RNA V I operations. In accordance with AC 90-IOOA, Part 91 operators (except subpart K) following the aircraft and training guidance in AC 90-IOOA are authorized to fly RNAV 2 and RNAV I procedures. Part 91 subpart K, 121, 125, 129, and 135 operators require operational approval from the FAA. The Garmin G 1000 GNSS navigation system has been found to comply with the requirements for GPS Class II oceanic and remote navigation (RNP- 10) without time lintitations in accordance with AC 20-138C and FAA Order 8400.12C. The Garmin GNSS navigation system can be used without reliance on other long range navigation systems. This does not constitute an operational approval. ISSUED: April16, 2013 REPORT: VB-2266 1-5 Commercial SECTION! GENERAL PA-28-181, ARCHER III 1.18 GlOOO GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT APPROVALS (Continued) The Garmin G 1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been found to comply with the navigation requirements for primary means of Class II navigation in oceanic and remote navigation (RNP-4) in accordance with AC 20-138C and FAA Order 8400.33. The GlOOO can be used without reliance on other long-range navigation systems. Additional equipment may be required to obtain operational approval to utilize RNP-4 performance. This does not constitute an operational approval. Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153A for database integrity, quality, and database management practices for the Navigation database. Flight crews and operators can view the LOA status at FlyGarmin.com then select "Type 2 LOA Status". Navigation information is referenced to WGS-84 reference system. THIS SPACE INTENTIONALLY LEFT BLANK REPORT: VB-2266 1-6 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER ill SECTION! GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook and those which may be of added operational significance to the pilot. (a) General Airspeed Terminology and Symbols CAS KCAS GS lAS KIAS TAS Vo VFE ISSUED: Apri116, 2013 Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. 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. lAS values published in this handbook assume zero instrument error. Indicated Airspeed expressed in Knots. True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. Maximum operating Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. NOTE Vo is defines in accordance with FAR23 Amendment 4 5 Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. REPORT: VB-2266 1-7 Commercial SECTION! GENERAL PA-28-181, ARCHER III 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) VNEIMNE VNO Vs Vso Vx Vv (b) ISA OAT REPORT: VB-2266 1-8 Never Exceed Speed or Mach Number is the speed limit that may not be exceeded at any time. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. Meteorological Terminology International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is !5° 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.SOC (-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. ISSUED: April16, 2013 Commercial PA-28-181, ARCHER Ill SECTION! GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) (c) (d) Indicated Pressure Altitude Pressure Altitude Station Pressure Wind Power Terminology Takeoff Power Maximum Continuous Power Engine Instruments EGT FFLOW RPM ISSUED: Apri116, 2013 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 barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this handbook, altimeter instrument errors are assumed to be zero. Actual atmospheric pressure at field elevation. The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of !he reported winds. Maximum power perntissible for takeoff. Maximum power permissible continuously during flight. Exhaust Gas Temperature Fuel Flow Propeller Speed REPORT: VB-2266 1-9 Commercial SECTION! GENERAL PA-28-181, ARCHER Ill 1.19 SYMBOLS, ABBREViATIONS AND TERMiNOLOGY (Cont.) (e) Airplane Performance and Flight Planning Terminology Climb Gradient Demonstrated Crosswind Velocity (Demo. X-Wind) Accelerate-Stop Distance Route Segment The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The distance required to accelerate an air- 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. A part of a route. Each end of that part is identified by: (I) a geographical location; or (2) a point at which a definite radio fix can be established. (f) Weight and Balance Terminology Reference Datum Station Arm REPORT: VB-2266 1-10 An imaginary vertical plane from which all horizontal distances are measured for balance purposes. A location along the airplane fuselage usually given in terms of distance from the reference datum. The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER III SECTION! GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Cont.) Moment Center of Gravity (C.G.) e.G. Arm C.G. Limits Usable Fuel Unusable Fuel Standard Empty Weight Basic Empty Weight Payload Useful Load Maximum Ramp Weight ISSUED: Apri116, 2013 The product of the weight of an item multi- plied by its arm. (Moment divided by a constant is used to simplify balance calcu- lations by reducing 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 for flight planning. Fuel remaining after a runout test has been completed in accordance with govern- mental regulations. Weight of a standard airplane including unusable fuel, full operating fluids and full oil. Standard empty weight plus optional equipment. Weight of occupants, cargo and baggage. Difference 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-2266 1-11 Commercial SECTION! GENERAL PA-28-181, ARCHER ill 1.19 SYMBOLS, ABBREViATIONS AND TERMiNOLOGY (Cont.) Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight REPORT: VB-2266 1-12 Maximum weight approved for the start of the takeoff run. Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable fuel. ISSUED: April16, 2013 Commercial PA-28-181, ARCHER Ill Paragraph No. TABLE OF CONTENTS SECTION2 LIMITATIONS SECTION2 LIMITATIONS Page No. 2.1 General ........................................................................................ 2-1 2.3 Airspeed Limitations................................................................... 2-1 2.5 Airspeed Indicator Markings....................................................... 2-2 2.7 Powerplant Limitations............................................................... 2-3 2.9 Powerplant Instrument Markings................................................ 2-4 2.11 Weight Limits.............................................................................. 2-4 2.13 Center of Gravity Limits............................................................. 2-5 2.15 Maneuver Limits......................................................................... 2-6 2.17 Flight Load Factors..................................................................... 2-6 2.19 Types of Operations . .. .. .. . .. .................. ............... ............... .......... 2-6 2.21 Fuel Limitations .......... ...... .................. .............................. .......... 2-6 2.23 Garmin 01000 Avionics System Limitations............................. 2-7 2.24 Aspen Standby Instrument Limitations....................................... 2-14 2.25 Placards........................................................................................ 2-14 ISSUED: Apri116, 2013 REPORT: VB-2266 2-i Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER Ill THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-2266 2-ii ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III 2.1 GENERAL SECTION2 LIMITATIONS SECTION2 LIMITATIONS This section provides the FAA Approved operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems. This airplane must be operated as a normal or utility category airplane in compliance with the operating limitations stated in the form of placards and markings and those given in this section and this complete handbook. Limitations associated with those optional systems and equipment which require handbook supplements can be found in Section 9 (Supplements). 2.3 AIRSPEED LIMITATIONS SPEED Never Exceed 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. ISSUED: April16, 2013 KIAS KCAS 154 148 125 121 REPORT: VB-2266 2-1 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER III 2.3 AIRSPEED LIMITATIONS (Continued) CAUTION Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating in rough air. SPEED Maximum Operating Maneuvering Speed (Vo) - Do not make full or abrupt control movements above this speed. At 2550 lbs. G.W. At 1917lbs. G.W. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. 2.5 AIRSPEED INDICATOR MARKINGS (PFD AND STANDBY AIRSPEED INDICATOR) MARKING Red Radial Line (Never Exceed) Yellow Arc (Caution Range - Smooth Air Only) Green Arc (Normal Operating Range) White Arc (Flap Down) KIAS 113 98 102 KCAS KIAS 154 Ill 96 100 125 to 154 50 to 125 45 to 102 REPORT: VB-2266 2-2 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III 2.7 POWERPLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model No. (d) Engine Operating Limits (I) Rated Horsepower (BHP) (2) Max. Propeller Speed (RPM) (3) Max. Oil Temperature (4) Oil Pressure Minimum (red line) Maximum (red line) (5) Fuel (AVGAS ONLY) (minimum grade) (6) Number of Propellers (7) Propeller Manufacturer (8) Propeller Model (9) Propeller Diameter (Inches) Minimum Maximum (10) Propeller Tolerance @ !SA Conditions (static RPM at maJtimum permissible throttle setting at sea level) ISSUED: Apri116, 2013 SECTION2 LIMITATIONS I Lycoming 0-360-A4M 180 2700 245"F 25 PSI 115 PSI 100 or !OOLL Aviation Grade I Sensenich 76EM8S14-0-62 76 76 Not above 2340 RPM Not below 2240 RPM REPORT: VB-2266 2-3 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER Ill 2.9 POWERPLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) Red Line (Maximum) (h) Oil Temperature Green Arc (Normal Operating Range) Red Line (Maximum) (c) Oil Pressure Green Arc (Normal Operating Range) Yellow Arc (Caution Range) (Idle) Yellow Arc (Ground Warm-Up) Red Line (Minimum) Red Line (Maximum) 2.11 WEIGHT LIMITS (a) Maximum Ramp (lbs.) (b) Maximum Weight (lbs.) (c) Maximum Baggage (lbs.) REPORT: VB-2266 2-4 Normal 2558 2550 200 500 to 2700 RPM 2700RPM 55 PSI to 95 PSI 25 PSI to 55 PSI 95 PSI to 115 PSI 25 PSI 115 PSI Utility 2138 2130 0 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER III 2.13 CENTER OF GRAVITY LIMITS (a) Normal Category Weight Forward Limit Pounds Inches Mt of Datum 2550 88.6 2050 (and less) 82.0 (b) Utility Category Weight Pounds Forward Limit Inches Aft of Datum 2130 2050 (and less) 83.0 82.0 NOTES SECTION2 LIMITATIONS Rearward Limit Inches Aft of Datum 93.0 93.0 Rearward Limit Inches Mt of Datum 93.0 93.0 Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading edge at the inboard intersection of the straight and tapered section. It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. ISSUED: April16, 2013 REPORT: VB-2266 2-5 Commercial SECTION2 LIMITATIONS 2.15 MANEUVER LIMITS PA-28-181, ARCHER III (a) Normal Category- All acrobatic maoeuvers including spins prohibited. (b) Utility Category- Approved maoeuvers for bank aogles exceeding 60°. Steep Turns Lazy Eights Chaodelles 2.17 FLIGHT LOAD FACTORS (a) Positive Load Factor (Maximum) (b) Negative Load Factor (Maximum) No inverted maneuvers approved 2.19 TYPES OF OPERATION Entry Speed 113 KIAS 113 KIAS 113 KIAS Normal 3.8G -1.5 G Utility 4.4 G -1.7 G The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day IF.R. (d) Night I.F.R. (e) Non Icing 2.21 FUEL LIMITATIONS (a) Total Capacity (b) Unusable Fuel The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical flight attitudes. (c) Usable Fuel The usable fuel in this airplane has been detennined as 24.0 gallons in each wing. REPORT: VB-2266 2-6 50 U.S. GAL. 2U.S.GAL. 48 U.S. GAL. ISSUED: April 16, 2013 REVISED: Apri122, 2013 Commercial PA-28-181, ARCHER ill SECTION2 LIMITATIONS 2.23 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (a) Cockpit Reference & Pilot's Guide The Garmin 01000 Cockpit Reference Guide PIN 190-01460-00 Revision A or later appropriate revision must be immediately available to the flight crew. Garmin also provides a detailed 01000 Pilot's Guide PIN 190-01459- 00 Revision A or later appropriate revision. This reference material is not required to be on board the aircraft but does contain a more in depth description of all the functions and capabilities of the GlOOO avionics system. (b) System Software Requirements. The G 1000 must utilize the following or later FAA approved software versions Component Identification Software Software Version PFD Primary Flight Display 13.01 MFD Multifunction Flight Display 13.01 GMA Audio Panel 4.04 GRS Attitude and Heading Reference System 3.03 GDC Air Data Computer GIA Integrated Avionics Unit GEA Engine Airftarne Interface Unit GPS Global Positioning System GMU Magnetometer Unit ISSUED: Aprill6, 2013 3.09 7.08 2.07 5.0 2.05 REPORT: VB-2266 2-7 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER III 2.23 GARMIN G 1000 AVIONICS SYSTEM LIMlTATIONS (c) Databases (I) Navigation Database GPS/SBAS based IFR enroute, oceanic and terminal navigation predicated upon the Garmin GIOOO GPS Receiver is prohibited unless the pilot uses a valid, compatible. and current Navigation database or verifies each selected waypoint for accuracy by reference to current data. Instrument approach navigation predicated upon the Garmin G 1000 GPS Receiver must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G I 000 Navigation database. The G I 000 Navigation database must incorporate the current update cycle or each waypoint must be verified for accuracy with current approach chart data. d) Flight Planning In areas where GPS W AAS SBAS coverage is not available, the pilot must verify RAIM availability. Within the United States, RAIM availability can be determined using the Garmin WFDE Prediction program, or the FAA's enroute and terminal RAIM prediction website: www.raimpred.ietion. net, or by contacting a Flight Service Station. Within Europe, RAIM availability can be determined using the Garmin WFDE Prediction program or Europe"s AUGER GPS RAIM Prediction Tool at http://augur.ecacnav. com/augur/applhome. For other areas, use the Garmin WFDE Prediction program. The route planning and WFDE Prediction program may be downloaded from the Garmin website on the internet. For information on using the WFDE Prediction Program, refer to Garmin WAAS FOE Prediction Program, part number 190-00643, 'WFDE Prediction Program Instructions'. For operations within the U.S. Nation Airspace System on RNP and RNA V procedures when GPS W AAS SBAS signals are not available, the availability of GPS RAIM shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed, canceled, or re-routed on a track where RAIM requirements can be met. REPORT: VB-2266 2-8 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER Ill SECTION2 LIMITATIONS 2.23 GARMlN G1000 AVIONICS SYSTEM LIMITATIONS (Continued) (d) Flight Planning (Continued) When RAIM is required for GPS integrity (GPS WAAS SBAS not available) during instrument meteorological conditions (IMC), other non- GPS navigation equipment appropriate to the operation, must be available. The GlOOO equipment has an alternate airport flight planning limitation. The alternate airport must be flight planned using an available ground-based approach aid. However, once at the alternate airport, the pilot may perform a GPS approach if the equipment indicates integrity is available to support the approach. Refer to section 1-1-19 in the Airman's Information Manual. (e) Enroute Whenever possible, RNP and RNA V routes including Standard Instrument Departures (Sills) and Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV "Q" and RNAV 'T' routes should be loaded into the flight plan from the database in their entirety, rather than loading route waypoints from the database into the flight plan individually. Selecting and inserting individual named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. Manual entry of waypoints using latitude/longitude or place/ bearing is prohibited. Navigation information is referenced to WGS-84 reference system, and should only be used where the Aeronautical Information Publication (including electronic data and aeronautical charts) conform to WGS-84 or equivalent. ISSUED: April16, 2013 REPORT: VB-2266 2-9 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER III 2.23 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Continued) (f) Approaches (I) Vertical Guidance Advisory vertical guidance deviation information is only an aid to help pilots comply with altitude restrictions. When using advisory vertical guidance, the pilot must use the primary barometric altimeter to ensure compliance with all altitude resttictions, particularly during instrument approach operations. When GPS WAAS SBAS corrections are unavailable or if operating outside of GPS W AAS SBAS coverage, instrument approaches utilizing the GPS receiver will be conducted in the approach mode and Fault Detection and Exclusion mode. Loss of Integtity annunciations must not be displayed at the Final Approach Fix. Vertical guidance from GPS will not be available if GPS WAAS SBAS corrections are unavailable or if operating outside of GPS W AAS SBAS coverage. GPS WAAS SBAS corrections should be selected OFF when operating outside of GPS WAAS SBAS system coverage. IFR non-precision approach with vertical guidance approval using the GPS/SBAS sensor is limited to published approaches within the U.S. National Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. (2) GPS Approaches See Section I, paragraph 1.18. for approved GPS operations/ approaches. (3) Non GPS Approaches The navigation equipment required to perform instrument approach procedures is indicated by the title of the procedure and notes on the lAP chart. Use of the Garmin GPS/SBAS receivers to provide navigation guidance during the final approach segment of an ILS, LOC, LOG-BC, LOA, SDF, MLS or any other type of approach not approved for "or GPS" navigation is prohibited. When using the Garmin VORl LOC/GS receivers to fly the final approach segment, VORILOC/GS navigation data must be selected and presented on the CD! of the pilot flying. REPORT: VB-2266 2-10 ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER Ill SECTION2 LIMITATIONS 2.23 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Continued) (g) Attitude and Heading Reference System (AHRS) (1) AHRS Operational Area Operation in the following regions is not authorized due to unsuitability of the magnetic fields near the Earth's poles: • North of 72° North latitude at all longitudes • South of 700 South latitude at all longitudes • North of 65° North latitude between longitude 75° W and 120° W. (Northern Canada) • North of 70° North latitude between longitude 70° Wand 128° W. (Northern Canada) • North of70° North latitude between longitude 85° E and 114° E. (Northern Russia) • South of 55° South latitude between longitude 120° E and 165° E. (Region south of Australia and New Zealand) Loss of the G 1000 heading and attitude may occur near the poles, but this will not affect the GPS track or standby attitude indicator. NOTE In dual GPS installations, only one GPS needs to be available for IFR operations. (h) Terrain and Obstacle Display The G I 000 terrain and obstacle information appears on the MFD display as red and yellow tiles or towers, and is depicted for advisory information only. Aircraft maneuvers and navigation must not be predicted upon the use of the terrain display. Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all obstacles are necessarily charted and therefore may not be contained in the obstacle database. Coverage of the obstacle database includes the United States and Europe. ISSUED: Apri116, 2013 REPORT: VB-2266 2-11 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER Ill 2.23 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Continued) (i) Datalink Weather Display XM weather data is provided by an optional GDL 69 interface. The weather information display on the MFD is limited to supplemental use only and may not be used in lieu of an official weather data source. (j) Traffic Display Traffic shown on the display may or may not have traffic alerting available. The display of traffic is an aid to visual acquisition and may not be utilized for aircraft maneuvering. (k) Synthetic Vision System (SVS) Use of the Synthetic Vision System display elements alone for aircraft control without reference to the G 1000 primary flight instruments or the aircraft standby instrument is prohibited. Use of the Synthetic Vision System alone for navigation, or obstacle or terrain avoidance is prohibited. (I) ChartView, F1iteCharts, and SafeTaxi® The G I 000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76B Hardware Class 3, Software Type B Electronic Flight Bag (EFB) electronic aeronautical chart applications when using current FliteChart or ChartView data. For operations under 14 CFR Part 91, it is suggested that a secondary or back up source of aeronautical information necessary for the flight be available to the pilot in the aircraft. The secondary or backup information may be either traditional paper-based material or displayed electronically. If the source of aeronautical information is in electronic format, operators must determine non-interference with the G 1000 system and existing aircraft systems for all flight phases. Do not use SafeTaxi®, Chartview, or FliteCharts functions as the basis for ground maneuvering. SafeTaxi®, Chartview, and FliteCharts functions have not been qualified to be used as an Airport Moving Map Display (AMMD). They are intended to improve pilot situational awareness during ground operations and should only be used by the flight crew to orient themselves on the airport surface. REPORT: VB-2266 2-12 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER ill SECTION2 LIMITATIONS 2.23 GARMIN G1000 AVIONICS SYSTEM LIMITATIONS (Continued) (m) Minimum fully functional equipment required for flight operations: Equipment Number VFR IFR Installed PFD I 0 (1) I MFD I 0 (2) I GIA 2 2 2 AHRS I 0 I ADC I 0 I Magnetometer I 0 I Standby Instrument - Attitude I 0 I Standby Instrument - Airspeed I 0 (3) I Standby Instrument - Altimeter I 0 (3) I Standby Instrument - Heading I 0 (3) I (1) If the PFD is inoperative during DAY or NIGHT VFR, the MFD must be operative. (2) If the MFD is inoperative, the PFD must be operative for ALL flight operations. (3) If this standby instrument parameter is inoperative, the equivalent parameter on the PFD must be operative. NOTE Flight in IMC should not be conducted if system alerts are present for any equipment required for IFR operations (see table above). ISSUED: April16, 2013 REPORT: VB-2266 2-13 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER III 2.24 ASPEN STANDBY iNSTRUMENT LIMITATIONS I. The emergency battery must be checked for proper operation prior to flight. 2. Prior to engine start, the EMERG BATT switch should be turned to the ARM position. During this test, if the E VOLTS indication is in the caution or warning range, the emergency battery is in need of charging or replacement. Flight in Instrument Meteorological Conditions (IMC) is prohibited. 3. The EFDIOOO Pilot's Guide PIN 091-00005-001 Revision D, or later appropriate revision, must be immediately available to the flight crew. 4. Use of the EFD 1000 for IFR operations within 750 nautical miles of the magnetic North or South Pole, is NOT AUTHORIZED. NOTE See Section 2.23 (m) for approved VFR and IFR operations when the EFD I000 has an invalid or failed function. 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, MARKINGS AND MANUALS. ALL MARKINGS AND PLACARDS ON THIS AIR- PLANE APPLY TO ITS OPERATION AS A UTILITY CATEGORY AIRPLANE. FOR NORMAL AND UTILITY CATEGORY 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." REPORT: VB-2266 2-14 ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER ill 2.25 PLACARDS (Continued) SECTION2 LIMITATIONS In full 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." Adjacent to upper door latch: "ENGAGE LATCH BEFORE FLIGHT." On inside of the baggage compartment door or information split into two placards on aft baggage compartment bulkhead: "BAGGAGE MAXIMUM 200 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 LIMITATIONS." In full view of the pilot: r--------l : v. 113 AT 2550 LBS I I v. 98 AT 1917LBS I 1 DEI\r[l X-WNJ 17 KTS 1 L __________ _j NOTE Demonstrated crosswind values are NOT limitations. ISSUED: April16, 2013 REVISED: April 22, 2013 REPORT: VB-2266 2-15 Commercial SECTION2 LIMITATIONS 2.25 PLACARDS (Continued) In full view of the pilot: PA-28-181, ARCHER III "UTILITY CATEGORY OPERATION ONLY." (I) NO AFT PASSENGERS ALLOWED. (2) ACROBATIC MANEUVERS ARE LIMITED TO THE FOLLOWING: SPINS PROHffiiTED STEEP TURNS LAZY EIGHTS CHANDELLES In full view of the pilot: ENTRY SPEED 113 KIAS 113 KIAS 113 KIAS "WARNING" TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE." Adjacent to the filler caps: AVGAS ONLY REPORT: VB-2266 2-16 ,,GRADE 100LL GRADE 100 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III 2.25 PLACARDS (Continued) Above right side aft passenger arm rest: SECTION2 LIMITATIONS PILOTS, PASSENGERS, AND BAGGAGE AREAS MAXIMUM ALLOWABLE COMBINED WEIGHT POUNDS !NORMAL CATEGORY) POUNDS !UTILITY CATEGORY) LOAD IN ACCORDANCE WITH APPROVED WEIGHT AND BALANCE DATA On lower left portion of instrument panel: t ALTERNATE STATIC SOURCE- PULL AFT TO OPENl ALL CABIN VENTS AND STORM \IlNDOW MUST BE CLOSED. HEATER AND DEFROSTER MUST BE ON. OPEN FOR STATIC SYSTEM DRAIN On instrument panel above the PFD (SIN 2843701 only): NIGHT + DAY On the right side of the fuselage aft of the wing: ISSUED: Apri116, 2013 REVISED: April 22, 2013 EXTERNAL POWER 28 VOLTS D.C. TURN MASTER SWITCH AND ALL EQUIP. OFF BEFORE INSERTING OR REMOVING PLUG REPORT: VB-2266 2-17 Commercial SECTION2 LIMITATIONS PA-28-181, ARCHER III THIS PAGE INTENTIONALLY LEFT BLANK REPORT: VB-2266 2-18 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER Ill SECTION3 EMERGENCY PROCEDURES Paragraph No. TABLE OF CONTENTS SECTION3 EMERGENCY PROCEDURES Page No. 3.1 General ....................................................................................... 3-1 Crew Alerting System (CAS) Messages................................. 3-2 PFD Annunciations and Alerts................................................ 3-6 Aural Alerts ... ........ ........................ .................. .................. ...... 3-7 Overriding Considerations .................. .................. .......... ........ 3-7 Terminology............................................................................ 3-7 3.3 Airspeeds for Safe Operation...................................................... 3-8 3.5 Emergency Procedures Checklist................................................ 3-8 3.5a Fire........................................................................................... 3-8 Engine Fire During Start.................................................... 3-8 Engine Fire in Flight........................................................... 3-9 Electrical Fire in Flight....................................................... 3-10 3.5b Engine Power Loss.................................................................. 3-11 Engine Power Loss During Takeoff................................... 3-11 Engine Power Loss In Flight.............................................. 3-12 Power Off Landing............................................................. 3-13 3.5c Engine Indicating System (EIS).............................................. 3-14 Oil Pressure......................................................................... 3-14 Oil Temperature.................................................................. 3-15 Loss of Fuel Flow............................................................... 3-15 Fuel Quantity Low.............................................................. 3-16 3.5d Electrical Failures.................................................................... 3-17 Alternator Failure ................... .. .. ................ .................. ...... 3-17 Complete Electrical Failure................................................ 3-19 Emergency Battery Voltage............................................... 3-20 3.5e Avionics Failures..................................................................... 3-20 PFD Failure......................................................................... 3-20 MFD Failure....................................................................... 3-22 ISSUED: April16, 2013 REPORT: VB-2266 3-i Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill Paragraph No. TABLE OF CONTENTS (Continued) SECTION 3 EMERGENCY PROCEDURES Page No 3.5e Avionics Failures (Continued) AHRS Failures.................................................................... 3-23 ADC Failures...................................................................... 3-24 Erroneous or Loss of Engine and Fuel Displays................ 3-25 Erroneous or Loss of Warning/Caution CAS Messages.... 3-26 COM! and COM2 Failure.................................................. 3-27 Dual GPS Failure................................................................ 3-27 Avionics Cooling Fan Failures........................................... 3-29 3.5f Pilot Heat Failure.................................................................... 3-29 3.5g Starter Engaged....................................................................... 3-30 3-5h Spin Recovery......................................................................... 3-30 3.5i Open Door............................................................................... 3-31 3.5j Carburetor Icing...................................................................... 3-31 3.5k Engine Roughness................................................................... 3-32 REPORT: VB-2266 3-ii ISSUED: April16, 2013 Commercial PA-28-181, ARCHER Ill SECTION3 EMERGENCY PROCEDURES SECTION3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of required (FAA regulations) emergency procedures 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 equipment which require handbook supplements are provided in Section 9 (Supplements). Checklists within this section may be divided into two basic parts. The first part, shown in the outlined boxes, contains the emergency procedures checklists. The second part of the section, shown immediately below the outlined boxes, provides amplified emergency procedures. These amplified emergency procedures, if required, contain additional information to provide the pilot with a more complete description of the procedures so they may be more thoroughly understood. Pilots must familiarize themselves with the procedures given in this section and must be prepared to take the appropriate action should an emergency situation arise. The procedures are offered as a course of action for coping with the particular situation or condition described. They are not a substitute for sound judgement and common sense. Most basic emergency procedures are a normal part of pilot training. The information presented in this section is not intended to replace this training. Tills information is intended to provide a source of reference for the procedures which are applicable to this airplane. The pilot should review standard emergency procedures periodically to remain proficient in them. ISSUED: April16, 2013 REPORT: VB-2266 3-1 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.1 GENERAL (Continued) Crew Alerting System (CAS) Messages The Crew Alerting System (CAS) consists of Master Warning and Master Caution indicators operating in conjunction with CAS text messages. The Master Warning and Caution indicators (labeled MASTER WARN RESET and MASTER CAUTION RESET) are illuminated push-button switches, centered above the PFD. They are used to annunciate, and to acknowledge warning and caution alerts. CAS text messages appear on the right side of the PFD during normal and reversionary mode operations. The severity of CAS messages are categorized as Warning, Caution and Advisory as follows: Red W aruing Messages Warning messages consist of a flashing red Master Warning indicator, located above the PFD, and a flashing (inversely red on white) CAS Warning text message located on the right side of the PFD. All Warnings are accompanied by a repeating triple chime, which can be silenced by pressing (acknowledging) the MASTER WARN RESET switch. When acknowledged, the MASTER WARN RESET switch will extinguish, the CAS Warning text messages, if applicable, will stop flashing and will revert to normal (red on black) messages, and the aural chime will silence. CAS Warning text messages will persist until the initiating condition is removed. If the warning was initiated by a parameter whose indication appears in the Engine Indicating System (EIS) window of the MFD, a CAS Warning text message will not be present and that parameter's indication will flash until the condition is removed. The flashing Master Warning indicator and continuous aural chime will accompany these warnings. REPORT: VB-2266 3-2 ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER Ill 3.1 GENERAL (Continued) SECTION3 EMERGENCY PROCEDURES Crew Alerting System (CAS) Messages (continued) Amber Caution Messages Caution messages consist of an amber Master Caution indicator, located above the PFD, and a (inversely black on amber) CAS Caution text message located on the right side of the PFD. Cautions are accompanied by a non- repeating double aural chime. Caution messages can be acknowledged by pressing the MASTER CAUTION RESET switch. When acknowledged, the MASTER CAUTION RESET switch will extinguish, the CAS Caution text messages, if applicable, will revert to normal (amber on black) messages. CAS Caution text messages will persist until the initiating condition is removed. If the Caution was initiated by a parameter whose indication appears in the Engine Indicating System (EIS) window of the MFD, a CAS Caution text message will not be present and that parameter's indication will remain steady amber until the condition is removed. The Master Caution indicator and non-repeating double aural chime will accompany these cautions. White Advisory Messages CAS Advisory text messages appear in the CAS window in white text Advisory messages do not require acknowledgment via the Masler Caution or Master Warning switches and are accompanied by a single aural chime. CAS Advisory Messages persist until the initiating condition is removed. NOTE The Garmin G 1000 Cockpit Reference Guide for the Piper PA-28-181 Archer, Garmin p/n 190- 01460-00 Rev. A or later appropriate revision, and the Garmin GlOOO Pilot's Guide for the Piper PA-28-181 Archer, Garmin p/n 190-01459- 00 Rev. A or later appropriate revision, contain detailed descriptions of the annunciator system (CAS and Non-CAS) and all warnings, cautions and advisories. The following tables show the color and significance of the Warning, Caution and Advisory messages which may appear on the Garmin G 1000 displays. ISSUED: April16, 2013 REPORT: VB-2266 3-3 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER III 3.1 GENERAL (Continued) Crew Alerting System (CAS) Messages (continued) Warning Messages- Red- Triple Chime Checklist CAS Event CAS Message Page Cause* Non-hidden CAS Messages Alternator Failure - 3-17 Alternator is turned ON and has failed as determined by voltage regulator Fuel Quantity Low - 3-16 L FUEL QTY or R FUEL QTY - less than or equal to 3 GAL Starter Engaged - 3-30 Engine starter engaged for greater than 30-seconds Checklist CAS Event CAS Message Page Cause* Hidden CAS Messages --Check Engine Indicating System Propeller - NIA Propeller speed greater than 2700 Overs peed RPM for more than 5 seconds or RPM greater than 2750 RPM .. Oil Temperature - 3-15 Oil Temperature greater than Exceedance 245"F. Oil Pressure - 3-14 Oil Pressure less than 25 PSI Exceedance or greater than 115 PSI. Total Fuel Quantity - NIA Total fuel quantity less than or Low equal to 6 gals. Battery Voltage - NIA Primary battery voltage less than: 24 V when RPM less than II 00, 25 V when RPM greater fuan II 00 or greater fuan 32V. Alternator Amperage - NIA Alternator amperage greater than 65 amps Emergency Battery - 3-20 Emergency battery voltage less Voltage than 20 volts or greater than 32 volts. *CAS Messages/Alerts may have small time delays to avoid nuisance alarms. REPORT: VB-2266 3-4 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER Ill 3.1 GENERAL (Continued) SECTION3 EMERGENCY PROCEDURES Crew Alerting System (CAS) Messages (continued) Caution Messages • Amber • Double Chime CAS Event Air Conditioning Door Open Quantity Low Heat Failure Pilot Heat OFF CAS '4 11 •11 :tiii·'d N/A Checklist selected ON and is Pilot heat is selected OFF (double chime is suppressed) CAS Event CAS Message Page Cause Oil Pressure Total Fuel Quantity Low Emergency Battery Voltage 3-14 N/A N/A Oil Pressure pressure between 26 PSI and 55 PSI when RPM greater than 1100 Total fuel quantity less than or equal to 10 gals. Emergency battery voltage greater than 20 volts and less than 23.3 volts. *CAS Messages/Alerts may have small time delays to avoid nuisance alarms. ISSUED: Apri116, 2013 REPORT: VB-2266 3-5 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.1 GENERAL (Continued) Crew Alerting System (CAS) Messages (continued) Advisory Messages - White - Single Chime Air Conditioning Door Open Avionics Fan Fail Emergency Battery in use Fuel Imbalance MFD Fan Fail PFD Cooling Fan Fail Cause* *CAS Messages/Alerts may have small time delays to avoid nuisance alarms. PFD Annunciations and Alerts The Garmin G 1000 System produces a number of PFD annunciations and alerts in addition to the Crew Alerting System (CAS). PFD annunciations and alerts are not accompanied by Master Warning or Master Caution Indications and are displayed in dedicated areas of the PFD or MFD. Various aural alerts (voice or tone) may accompany PFD annunciations and alerts and no pilot action is required to acknowledge PFD annunciations and alerts. See Garmin G!OOO Pilot's Guide for the Piper PA28-181 Archer G!OOO for additional information. REPORT: VB-2266 3-6 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.1 GENERAL (Continued) PFD Anuunciations and Alerts (Continued) Aural Alerts Aural alerts are provided to alert the crew and call for their attention: • Master Warning- Repeating triple chime. • Master Caution - Non-repeating double chime. • Advisory - Non-repeating single chime. • Airspeed greater than Vne - "Airspeed.... Airspeed" voice alert. • Autopilot disconnect tone. • Trim monitor tone. • Terrain cautions/warnings voice alerts. • Traffic System voice alerts. • Stall Warning- "Stall...Stall" voice alert. • "Five-hundred" voice alert when aircraft descends within 500 feet above the terrain or runway threshold. • "Minimums ..Minimums" voice alert when the aircraft reaches MDA/DH if set by the pilot. Overriding Considerations In all emergencies, the overtiding consideration must he to: • Maintain Airplane Control. Analyze the situation. • Take proper action. Terminology Many emergencies require some urgency in landing the aircraft. The degree of urgency vaties with the emergency; therefore the terms "land as soon as possible" and "land as soon as practical" are employed. These terms are defined as follows: Land as soon as possible - A landing should he accomplished at the nearest suitable airfield considering the severity of the emergency, weather conditions, field facilities, and ambient lighting. Land as soon as practical - Emergency conditions are less urgent, and although the mission is to be tenninated, the emergency is such that an immediate landing at the nearest suitable airfield may not be necessary. ISSUED: Apri116, 2013 REPORT: VB-2266 3-7 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.3 AIRSPEEDS FOR SAFE OPERATION Stall Speeds 2550 lbs (0° Flaps) .................................................................. 50 KIAS 2550 lbs (Full Flaps) .............................................................. 45 KIAS Maximum Operating Maneuvering Speeds 2550 lbs ................................................................................. 113 KIAS 1917lbs ................................................................................... 98 KIAS Never Exceed Speed ................................................................... 154 KIAS Power Off Glide Speed 2550 lbs (0° Flaps) .................................................................. 76 KIAS 3.5 EMERGENCY PROCEDURES CHECK LIST 3.5a Fire Engine Fire During Start START Switch ..................................... CONTINUE to CRANK ENGINE MIXTURE ......................................................................... IDLE CUT-OFF THROTTLE ...................................................................................... OPEN FUEL PUMP ........................................................................................ OFF FUEL Selector...................................................................................... OFF Abandon iffrre continues. 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 continue to crank the engine. This is an attempt to draw the fire back into the engine. REPORT: VB-2266 3-8 ISSUED: April 16, 2013 REVISED: April 22, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5a Fire (Continued) If the engine has started, continue operating to try to pull the fire into the engine. In either case, if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valves should be OFF and the mixture at idle cut-off if an external fire extinguishing method is to be used. Engine Fire in Flight FUEL Selector...................................................................................... OFF THROTTLE ................................................................................ CLOSED MIXTURE ........................................................................ IDLE CUT-OFF FUEL PUMP ....................................................................................... OFF HEAT/DEF (Defroster) ....................................................................... OFF If ftre persists: Airspeed ........................................ INCREASE in attempt to blow out fire Proceed with POWER OFF LANDING procedure. The possibility of a fue in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in such an emergency. It is essential that the source of the fire be promptly identified through character of the smoke, smell, heat in the cabin, instrument readings, or other indications since the action to be taken differs somewhat in each case. ISSUED: Apri116, 2013 REPORT: VB-2266 3-9 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5a Fire (Continued) Electrical Fire in Flight EMERG BATT Switch....................................................... VERIFY ARM BATT MASTR Switch ........................................................................ OFF ALTR Switch ....................................................................................... OFF Vents ................................................................................................. OPEN HEAT/DEF (Defroster) ...................................................................... OFF Fire .......................................................................................EXTINGUISH Emergency Descent (lfneeded) ......................... TO A SAFE ALTITUDE CONSISTENT WITH TERRAIN Land as soon as possible. REPORT: VB-2266 3-10 ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5b Engine Power Loss Engine Power Loss During Takeoff If sufficient runway remains for a complete stop: Airspeed ...................................................MAINTAIN SAFE AIRSPEED Landing ........................................ LAND and STOP STRAIGHT AHEAD Brakes ................................................................................ AS REQUIRED If insufficient runway remains: Airspeed ................................................... MAINTAIN SAFE AIRSPEED Flaps .................................................................................AS REQUIRED NOTE Make only shallow turns to avoid obstructions. If sufficient altitude has been gained to attempt a restart: Airspeed .................................................................. MAINTAIN 76 KIAS FUEL Selector.............................................................. SWITCH to TANK CONTAINING FUEL FUEL PUMP........................................................................... CHECK ON MIXTURE .......................................................................................... RICH CARB HEAT ......................................................................................... ON If power is not regained, proceed with power-off landing. The proper action to be taken if loss of power occurs during takeoff will depend on various circumstances. Depending on the situation, flaps are normally fully extended for touchdown. If engine failure was caused by fuel exhaustion, power will not be regained after switching fuel tanks until the empty fuel lines are filled This may require up to ten seconds. ISSUED: April16, 2013 REPORT: VB-2266 3-11 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5b Engine Power Loss (Continued) Engine Power Loss In Flight Airspeed ...................................................................MAINTAIN 76 KIAS FUEL Selector.............................................................. SWITCH to TANK CONTAINING FUEL FUEL PUMP ......................................................................................... ON MIXTURE ......................................................................................... RICH CARB HEAT ......................................................................................... ON Engine Indications .................................................... CHECK for POWER LOSS INDICATION When power is restored: CARB HEAT ....................................................................................... OFF FUEL PUMP ........................................................................................ OFF Land as soon as practical and investigate cause of power loss. If power is not restored prepare for power-off landing. Complete engine power loss is usually caused by fuel flow interruption and power will be restored shortly after fuel flow is restored. If time permits, turn the Left and Right magneto switches OFF then ON one at a time. Move the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. Try other fuel tank. Water in the fuel could take some time to be consumed, so allowing the engine to windmill may restore power. If engine failure was caused by fuel exhaustion, power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. REPORT: VB-2266 3-12 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER Ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5b Engine Power Loss (Continued) Power Off Landing Airspeed.................................................................... MAINTAIN 76 KIAS Air Conditioning (if installed) ............................................................... OFF Landing Pattern ........................................... ESTABLISH 1000 Ff ABOVE FIELD AT DOWNWIND POSITION When committed to landing: Airspeed .......................................................................................... 66 KIAS Flaps ...................................................................................... AS DESIRED THROTTLE ..................................................................................... CLOSE MIXTURE ........................................................................ .IDLE CUT-OFF LEFT/RIGHT MAG Switches ..............................................................OFF BATT MASTR Switch ......................................................................... OFF ALTR Switch ...................................................................................... OFF FUEL Selector ...................................................................................... OFF Seat belts and shoulder harnesses .................................................TIGHTEN If loss of power occurs at altitude, trim the aircraft for best gliding angle 76 KIAS, tum air condition off (if installed) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity. If possible, notify the FAA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let them help. When you have located a suitable field, establish a spiral pattern around this field. Try to be at 1000 feet above the field at the downwind position, to make a normal landing approach. When the field can easily be reached, slow to 66 KIAS with flaps down for the shOrtest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Touchdown should normally be made at the lowest possible airspeed. ISSUED: April16, 2013 REPORT: VB-2266 3-13 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5cEngine Indicating System (EIS) Oil Pressure Indication: Master Warning, Triple Chime, Flashing Red Oil Pressure Indication Low Oil Pressure: THR01TLE ..................................................... MINIMUM REQUIRED If accompanied by high oil temperature, land as soon as possible. If accompanied by normal oil temperature, land as soon as practical. High Oil Pressure: THR01TLE .................................................... MINIMUM REQUIRED Land as soon as practical. Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to investigate then cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty indication. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not an indication malfunction, the engine may stop suddenly. Maintain altitude until such time as a dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close. If engine stoppage occurs, proceed with Power Off Landing. REPORT: VB-2266 3-14 ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5c Engine Indicating System (EIS) (Continued) Oil Temperature Indication: Master W aming, Triple Chime, Flashing Red Oil Temperature Indication THROTTLE ......................................................... MINIMUM REQUIRED MIXTURE ............................................................................... FULL RICH Airspeed.................................................................. INCREASE if practical Land as soon as possible and investigate the problem. Prepare for power off Landing. 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 faulty indication, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. Monitor the oil pressure gauge for an accompanying loss of pressure. Loss of Fuel Flow CAUTION If normal engine operation and fuel flow is not immediately re-established, or if the engine quits, the electric fuel pump should be turned off. The lack of fuel flow indication could indicate a leak in the fuel system, or fuel exhaustion. Land at the nearest suitable airport as soon as possible and have the cause investigated. If caused by fuel depletion in one tank: FUEL PUMP Switch .............................................................................. ON FUEL Selector................................ SELECT OTHER TANK (FULLEST) FUEL PUMP Switch ............................................................................ OFF If caused by engine driven fuel pump failure: THROTTLE .................................................................................... CLOSE FUEL PUMP Switch ............................................................................ ON THROTTLE ............................................... RE-ESTABLISH (as required) MIXTURE ................................................. RE-ESTABLISH (as required) ISSUED: Apri116, 2013 REPORT: VB-2266 3-15 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5c Engine Indicating System (EIS) (Continued) The most probable cause of loss of fuel flow is either fuel depletion in the fuel tank selected or failure of the engine driven fuel pmnp. !floss of fuel flow occurs, turn ON the electric fuel pmnp and check that the fuel selector is on a tank containing usable fuel. After power is regained, turn the electric fuel pump OFF. If loss of fuel flow is due to failure of the engine driven fuel pump turn ON the electric fuel pump as it will supply sufficient fuel flow to run the engine. Fuel Quantity Low Indication: Master Warning, Triple Chime,-~- WARNING A void unusual attitudes such as prolonged slips towards the low quantity tank as this will decrease the time remaining prior to fuel starvation. If one tank has low fuel quantity: FUEL Selector.......................................................... ON FULLEST TANK Land as soon as practical. If both tanks have low fuel quantity: FUEL Selector.. ................................................ ALTERNATE TANKS TO MAINTAIN FUEL SUPPLY TO ENGINE Land as soon as possible. The L FUEL QTY or R FUEL QTY warning CAS messages alert the pilot of low fuel quantity in each fuel tank individually, not necessarily low total fuel quantity. If the total fuel quantity is less than or equal to 6 GAL, the gauge title and the total fuel quantity digital value will flash red. No CAS messages accompany total fuel quantity low. REPORT: VB-2266 3-16 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5d Electrical Failures NOTE The pilot should only reset a tripped circuit breaker if the system/component is considered essential for safety of flight. Prior to resetting the circuit breaker, wait at least one minute and verify there is no smoke or burning smell. If the circuit breaker opens a second time, leave the circuit breaker out. Have a maintenance inspection performed prior to resetting the circuit breaker. Do not reset any non- essential circuit breakers in t1ight. Alternator Failure Indication: Master Warning, Triple Chime - CAUTION The ALTR circuit breaker should not be opened manually when the alternator is functioning properly. Verify Failure ......................................... CHECK ALTR AMPS Indication ALTR Switch ...................................................................................... OFF ALTR Circuit Breaker (Row 1, Col. 13) ........................ RESET If Tripped ALTR FIELD Circuit Breaker (Row 2, Col. 13) ............................ RESET ALTR Switch ......................................................................................... ON If alternator still failed: ALTR Switch ...................................................................................... OFF Electrical Power Remaining ................................... 30 minutes or less Electrical Load .................................... SHED in less than 3 minutes NON ESS BUS Circuit Breaker (Row 1, Col. 1) ........................ PULL LIGHTING BUS Circuit Breaker (Row I, Col. 2) ...................... PULL AVION MASTR Switch .................................................... OFF ISSUED: April16, 2013 REPORT: VB-2266 3-17 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER III 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5d Electrical Failures (Continued) To ensure 30-minutes of battery life: Battery Discharge ..................................................... -13 Amps Maximum Pitot Heat.. ............................................... l4 Minutes Usage Maximum Com Radio ............................................... 3 Mins Usage Maximum Fuel Pump .......................................................... 2 Mins Usage Maximum Land as soon as possible. Turning the ALTR switch OFF, reseting the ALTR FIELD circuit breaker and then turning the ALTR back ON, will reset the overvoltage relay. If the trouble was caused by a momentary overvoltage condition (30.5 volts or higher) this procedure should return the ammeter to a normal reading. If alternator does not reset, the battery will become the primary source of electrical power. The only electrical bus that remains powered in this load shed configuration is the ESSENTIAL BUS. All electrical items on the remaining buses will be inoperative (See Figure 7-11), including the AVIONICS dimmer. Display backlighting, therefore, is produced by the photocell in each display. As battery power is depleted, there may be a point where the system voltage reduces to a level that is insufficient to support the required electrical load. In this occurrence, the emergency battery should activate automatically. If the emergency battery does not activate automatically, the BATT MASTR and ALTR switches should be turned OFF, thereby allowing the emergency battery to be the only remaining source of electrical power. Refer to Complete Electrical Failure checklist if EMER BATT ON advisory illuminates. REPORT: VB-2266 3-18 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5d Electrical Failures (Continued) Complete Electrical Failure Indication: Single Chime, HW;!d:f.i,l.!fi NOTE The VOLTS indication on the EIS window automatically changes to the emergency bus voltage (E VOLTS) when operating exclusively on the emergency bus. NOTE Cooling air for PFD, GIAl and the transponder will be lost when operating exclusively on the emergency bus as indicated by the PFD FAN FAIL and AV FAN FAIL advisory CAS messages. EMERG BATT Switch ........................................................... Verify ARM Standby Flight Instrument. ............................. Verify OPERATIONAL Aircraft Control.. .............................. Use PFD and Standby Instrument BATT MASTR Switch ...................................................... OFF ALTR Switch ....................................................................................... OFF Prior to landing: Landing Light. ................................................... INOPERATIVE Approximately 30 minutes of electrical power is available. Land as soon as possible. List of operative equipment while on the emergency bus: • PFD (reversionary mode) • Engine Instruments • Com 1 • Nav 1 • Standby Instrument • Audio Panel • Avionics Lighting/Dimming ISSUED: April16, 2013 REPORT: VB-2266 3-19 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5d Electrical Failures (Continued) Emergency Battery Voltage Indication: Master Warning, Triple Chime, Flashing Red E VOLTS. Indication WARNING Complete electrical failure is imminent. Land as soon as possible. 3.5eAvionics System Failures PFD Failure Indication: PFD display goes blank. Standby Instrument. .............................................Verify OPERATIONAL Aircraft Control .....................................................Use Standby Instrument DISPLAY BACKUP bntton on audio panel ....... PUSH (button extended) Aircraft Control.. .................................. Use MFD and Standby Instrument COM 2 .............................................. ACTIVATE and TUNE as necessary NAV 2 .............................................. ACTIVATE and TUNE as necessary COM21MIC ......................................................... SELECT on Audio Panel DME ..................................... SELECT NAV2 in DME TUNING Window Exit and avoid IFR conditions as soon as procticaL NOTE The autopilot reverts to its dedicated sensors to hold wings level and altitude constant. The autopilot should be disconnected to change wings level and/or altitude conditions. The autopilot can be reengaged in wings level and altitude hold if desired. REPORT: VB-2266 3-20 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III SECTION3 EMERGENCY PROCEDURES 3_5 EMERGENCY PROCEDURES CHECK LIST (Continued) NOTE If PFD failure occurs while operating on NA V I DME, the NAV 1 DME information will continue to be available. If the pilot subsequently selects NAY 2 DME, NA V I DME cannot be reselected. NOTE If the PFD fails, the MFD will remain in normal mode. Pushing the DISPLAY BACKUP button on the audio panel allows the MFD to display AHRS and ADC information but lose the EIS page and certain map functions. The following features wiJI become inoperative if there is a complete loss of PFD functionality: Com I (redx'dbut 121.5MHzremainsavailable) • Nav 1 • GPS I Traffic During a failure of the PFD, the autopilot annunciations on the autopilot computer will not indicate all horizontal mode failure conditions. If a PFD failure is experienced while operating in HDG mode, the autopilot computer will continue to show HDG and the autopilot mode annunciations on the MFD (in reversionary mode) will be blank. If a PFD failure is experienced while operating in NAV or GPSS mode, the autopilot computer will have a flashing NA Vindication along with a steady FAIL annunciation and the autopilot mode annunciations on the MFD (in reversionary mode) will be blank. Attitude, heading, airspeed and altitude indications are available on the standby instrument and on the MFD after the DISPLAY BACKUP button is pressed. It is the pilot's responsibility to compare these parameters to verify accuracy. GPS and VOR2 navigation as well as flight planning are available via the inset map on the MFD. Weather products (if installed) that were displayed on the MFD prior to the PFD failure will still be presented on the inset map on the MFD in reversionary mode. ISSUED: Apri116, 2013 REPORT: VB-2266 3-21 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER III 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) MFDFailure Indication: MFD display goes blank. NOTE PFD should automatically revert to the reversionary mode display. DISPLAY BACKUP on audio panel .................. PUSH (button extended) Exit and avoid IFR conditions as soon as practical NOTE The following features will become inoperative if there is a complete loss of MFD functionality: Corn 2 (red x'd but 121.5 MHz remains available) Nav 2 GPS2 GDL 69 (Garmin Datalink- XM) DME ADF Although the PFD should automatically go to reversionary mode display after an MFD failure, pressing the DISPLAY BACKUP button ensures that the PFD reverts. Without automatic or manual reversion of the PFD display, all engine parameters on the EIS window would be lost. REPORT: VB-2266 3-22 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) AHRS Total Failure On Ground: AHRS Failures Indication: Sky/Ground presentation removed, course pointer straight up, red-x's and amber text on all AHRS parameters. System Messages (MSG Softkey) ............................................ CONSIDER AHRS Circuit Breaker (Row 2, Col. 8) ........................................... RESET If AHRS data still invalid: Avoid flight in IFR and icing conditions. NOTE For partial AHRS failures, a red-x and amber text will appear over the affected parameter(s). AHRS Total Failure In Flight: Indication: Sky/Ground presentation removed, course pointer straight up, red-x's and amber text on all AHRS parameters. Standby Instrument .................... VERIFY NO FAILURE INDICATIONS Attitude and Heading ............................................ Use Standby Instrument NOTE The autopilot will no longer function in heading mode but will function properly during GPS or VOR navigation. Although the course pointer will point upwards at all times, the autopilot will fly the course set via the CRS knob and obey the CDI indications. Course ............................................................ Set using CRS knob on PFD System Messages (MSG Softkey) ........................................... CONSIDER AHRS Circuit Breaker (Row 2, Col. 8) ........................................... RESET If AHRS data still invalid: Avoid flight in IFR conditions ISSUED: Apri116, 2013 REPORT: VB-2266 3-23 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.Se Avionics System Failures (Continued) ADC Total Failure On Ground: ADC Failures Indication: Red-x's and amber text on all ADC parameters. System Messages (MSG Softkey) .................................................... CONSIDER ADC Circuit Breaker (Row 2, Col. 7) ...................................................... RESET If ADC data still invalid: lA void flight in IFR conditions. In Flight: Indication: Red-x's and amber text on all ADC parameters. Standby Instrument. .................................. VERIFY NO AIR DATA FAILURE INDICATIONS Airspeed, Altitude and Vertical Speed ......................... USE Standby Instrument System Messages (MSG Softkey) .................................................... CONSIDER ADC Circuit Breaker (Row 2, Col. 7) ...................................................... RESET NOTE During failure of ADC, TAS will be inoperative. NOTE During an ADC failure, simultaneous use of ALT and VS on the autopilot is not available. If ADC data still invalid: jAvoidjlight in IFR conditions. REPORT: VB-2266 3-24 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) Erroneous or Loss of Engine and Fuel Displays Indication: Red-x over affected engine parameter or fuel display NOTE Erroneous indications may be determined by comparing a display with other system information. 1. Set power based on throttle lever position, engine sound and speed. 2. Monitor other indications to determine the health of the engine. 3. Use known power settings from POH power setting tables for approximate fuel flow values. 4. Use other system information, such as annunciator messages, fuel totalizer quantity and flow, to safely complete the flight. If indications for any of the following are invalid: • All Engine Parameters • VOLTS • ALTRAMPS • BATT AMPS • Fuel Qty GEA circuit breaker (Row 2, Col. 3) ........................................................RESET If all GEA parameters are still unavailable, land as soon as practicaL ISSUED: April16, 2013 REPORT: VB-2266 3-25 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) Erroneous or Loss of Warning/Caution CAS Messages Indication: Red-x is shown over the CAS message window for complete failure or CAS message present when not expected or CAS message not present when expected. I. If a red-x is placed over the CAS message window, special attention should be placed on all engine and airframe related parameters. The Master Warning and Master Caution indicators will not function, therefore CAS messages indicating a failure of a particular system can go undetected NOTE See Section 3.1 of this handbook for a list of CAS Warning, Caution and Advisory messages that may be inoperative. 2. If a CAS message appears that is not expected, treat it as if the condition exists. 3. If an abnormal condition exists but the CAS system has not been activated, use other available information to confirm the condition exists. If it cannot be determined that the condition does not exist, treat the situation as if the condition does exist and take appropriate action. NOTE CAS messages are inhibited for many parameters on the EIS Display of the MFD. The Master Warning and Master Caution indicators and associated chimes are still activated whenever any indicated parameter enters the red or amber color bands. If a red-x appears over the CAS message window, land has soon as practical. REPORT: VB-2266 3-26 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER Ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) COMl and COM2 Failure Indication: Inability to communicate/receive on COMl and COM2. NOTE If power is lost to the audio panel a fail-safe communications path becomes available between the pilot's headset/microphone and COM I. AUDIO MKR circuit breaker (Row 2, Col. 9) ........................................... PULL fixit and avoid IFR conditions as soon as practical. Dual GPS Failure Indication: Amber "DR" annunciation on HSI, Amber "DR" superimposed over airplane symbol on moving map. Navigation ...................................................... Use alternate source of navigation (ILS, LOC, VOR, DME, ADF) If no alternate navigation sources are available: Dead Reckoning (DR) Mode - Active when the airplane is greater than 30 NM from the destination airport in flight plan. Navigation ................................................ Use the airplane symbol and magenta course line on the MAP display and the amber CD! on the HSL WARNING Information normally derived from GPS turns amber and becomes more inaccurate over time. Amber CD! disappears after 20 minutes. ISSUED: Apri116, 2013 WARNING TAWS is Inoperative. REPORT: VB-2266 3-27 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER Ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) +NOTE DR mode uses heading, airspeed and last known GPS position to estimate the airplanes current position. All maps with an airplane symbol show a ghosted airplane and a "DR" label. Traffic Information System (TIS) and Traffic Advisory System (TAS) are not dependent on GPS information. The position of displayed traffic relative to the airplane symbol on the map is still accurate. Loss of Integrity (LOI) Mode - Active when GPS integrity is insufficient for the current phase of flight. Navigation ............................... Crosscheck I use other navigation sources NOTE All information derived from GPS or DR is removed !rom the displays. The airplane symbol is removed from all maps. The map will remain centered at the last know position. "NO GPS POSITION" is shown in the center of the map. TAWS and TAS are inoperative. as required. REPORT: VB-2266 3-28 ISSUED: Apri116, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5e Avionics System Failures (Continued) Avionics Cooling Fan Failures Indication: CAS Advisory, Single Chime, *.YJhd@li and/or If failure occurs on ground: Do not fly until issue is resolved. If failure occurs in flight: Fix issue prior to next flight. When any of these CAS messages illuminates, it is possible to exceed the manufacturer's specified temperature limits for the effected equipment. 3.5f Pitot Heat Failure Pitot Heat Failure Indication: Master Caution, Double Chime, f#ll.lii!Ji£11! PITOT HEAT Switch ......................................................... OFF PITOT HEAT Circuit Breaker (Row 2, Col. 2) ............................. RESET PITOT HEAT Switch .......................................................... ON If Pitot Heat still inoperative: Exit and Avoid Instrument Meteorological Conditions. ISSUED: Apri116, 2013 REPORT: VB-2266 3-29 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3.5g Starter Engaged Starter Engaged indication: Master Warning, Triple Chime, - If on the ground: THROTTLE ................................................................................ REDUCE ENG START Circuit Breaker (Row 1, Col. 10)................................ PULL ENGINE ................................................................................ SHUTDOWN If in flight: THROTTLE ................................................................................ REDUCE ENG START Circuit Breaker (Row 1, Col. lO) ................................ PULL Land as soon as possible. 3.5h Spin Recovery Spin Recovery Rudder...................................................................... FULL OPPOSITE TO DIRECTION OF ROTATION Control wheel... .................................................... FULL FORWARD while NEUTRALIZING AILERONS THROTTLE ........................................................................................ IDLE Rudder .....................................................NEUTRAL (when rotation stops) Control wheel ............................................ SMOOTH BACK PRESSURE Intentional spins are prohibited in this airplane. REPORT: VB-2266 3-30 to recovery from dive ISSUED: April 16, 2013 Commercial PA-28-181, ARCHER ill SECTION3 EMERGENCY PROCEDURES 3,5 EMERGENCY PROCEDURES CHECK LIST (Continued) 3-Si Open Door Open Door To close the door in flight: Airspeed ..................................................... REDUCE to less than 87 KIAS. Cabin vents ....................................................................................... CLOSE Storm window .................................................................................... OPEN Upper latch (if open) .............................................................. CLOSE Latch Side latch (if open) ................................................PULL on Armrest While Closing Latch If Both Latches Open ..................................... CLOSE Side Then Top Latch If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly. 3,5j Carburetor Icing Carburetor Icing CARB HEAT ......................................................................................... ON MIXTURE .................................................................. Adjust for Maximum Smoothness Under certain moist atmospheric conditions at temperatures of -5°C to 20°C, it is possible for ice to form in the induction system. 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 replace the heat lost by vaporization. Carburetor heat should be full on when carburetor ice is encountered. ISSUED: Apri116, 2013 REPORT: VB-2266 3-31 Commercial SECTION3 EMERGENCY PROCEDURES PA-28-181, ARCHER ill 3.5 EMERGENCY PROCEDURES CHECK LlST (Continued) 3.5k Engine Roughness ENGINE ROUGHNESS 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 system. When using carburetor heat. therefore, always use full heat, and when ice is removed return the control to the full cold position. CARE HEAT ............................................................................. FULL ON If roughness continues after one min: CARB HEAT ..................................................................................... OFF MIXTURE ........................................... Adjust for Maximum Smoothness FUEL PUMP ........................................................................................ ON Fuel Selector ................................................................ SWITCH TANKS Engine Indicators ......................................................................... CHECK LEFT/RIGHT MAG Switches .............. Individually Select OFF and ON If operation is satisfactory on either MAG, continue on that magneto at reduced power and full RICH mixture to nearest airport. Prepare for power-off landing. Engine roughness is usually due to carburetor icing which is indicated by a drop in RPM, and may be accompanied by a slight loss of airspeed or altitude. If too much ice is allowed to accumulate, restoration of full power may not be possible; therefore, prompt action is required. Upon completion of this checklist, if roughness persists, prepare for a precautionary landing at pilot's discretion. REPORT: VB-2266 3-32 ISSUED: April16, 2013 Commercial PA-28-181, ARCHER III SECTION 4 NORMAL PROCEDURES Paragraph No. TABLE OF CONTENTS SECTION 4 NORMAL PROCEDURES Page No. 4.1 General........................................................................................ 4-1 4.3 Airspeeds for Safe Operations..................................................... 4-2 4.5 Normal Procedures Checklist...................................................... 4-2 4.5a Preflight Checklist................................................................... 4-2 4.5b Engine Start- General ............................................................. 4-8 4.5c Before Starting Engine............................................................ 4-9 4.5d Engine Start Checklists............................................................ 4-10 Normal Start- Cold Engine................................................ 4-10 Normal Start- Hot Engine.................................................. 4-11 Engine Start - Flooded........................................................ 4-11 Engine Start Using External Power Source........................ 4-12 4.5e Before Taxiing Checklist......................................................... 4-13 Warm-Up............................................................................ 4-13 Before Taxiing.................................................................... 4-13 4.5f Taxiing Checklist..................................................................... 4-14 4.5g Ground Checklist..................................................................... 4-15 4.5h Before Takeoff Checklist........................................................ 4-16 4.5i Takeoff Checklist .................................................................... 4-17 Takeoff ............... .. ....................... ............. .................. ........ 4-17 Short Field, Obstacle Clearance .... ................ ............ ...... ... 4-17 4.5j Climb Checklist....................................................................... 4-18 4.5k Cruising Checklist................................................................... 4-18 4.51 Descent Checklist.................................................................... 4-19 4.5m Approach and Landing Checklist............................................ 4-20 4.5n After Landing C