Piper PA-28-161 Pilot's Operating Handbook

along the outside margin of the page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the page number will indicate that an entire page has been changed or added. 1SSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 111 PIPER AIRCRAFT CORPORATION PA-28-161, CADET Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identified by symbols. ORIGINAL PAGES ISSUED The original pages issued for this handbook prior to revision are given below: Title, ii through vii, 1-1 through 1-18, 2-1 through 2-10, 3-1 through 3- 16,4-1 through 4-30, 5-1 through 5-28,6-1 through 6-14,7-1 through 7-26,8- 1 through 8-18, 9-1 through 9-36 and 10-1 through 10-2. ( REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 iv PIPER AIRCRAFT CORPORATION PA-2$-161, CADET TABLE OF CONTENTS SECTION 1 SECTION 2 SECTION 3 SECTION 4 SECTION 5 SECTION 6 SECTION 7 SECTION $ SECTION 9 SECTION 10 GENERAL LIMITÄTIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE WEIGHT AND BALANCE DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS AIRPLANE HANDLING, SERVICING AND MAINTENANCE SUPPLEMENTS OPERATING TIPS ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 VI‘ c 0 c PIPER AIRCRAFT CORPORATION PA-28-161, CADET APPLICABILITY Äpplication of this handbook is lirnited to the specific Piper PÄ-28-161 model airplane designated by serial number and registration number on the face of the title page of this handbook. This handbook cannot be used for operational purposes unless kcpt in a current status. WARNING INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS FOR ALL NON-PIPER APPROVED STC INSTÄLLÄTIONS ÄRE NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER APPROVED STC INSTALLATION 1$ INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE INSPECTION PROGRAM PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPERAPPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJÄCENTSTRUCTURES, PIPER PROVIDED INSPECTION CRITERIA MAY NOT RE VALID FOR AIRPLANES WITH NON-PIPER APPROVED STC INSTALLATIONS. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: MARCH 1,2005 iii PIPER AIRCRAFT CORPORATION PA-28-161, CADET REVISIONS The information compiled in the Pilot‘s Operating Handbook, with the exception of the equipment list, will be kept current by revisions distributed to the airplane owners. The equipment list was current at the time the airplane was licensed by the rnanufacturer and thereafter must be rnaintained hy the owner. Revision material will consist of information necessary to update the text of the present handbook and/or to add information to cover added airplane eq uipment. 1. Revisions Revisions will be distributed whenever necessary as complete page replacements or additions and shall he inserted into the handbook in accordance with the instructions given below: 1. Revision pages will replace only pages with the same page number. 2. Insert all additional pages in proper numerical order within each section 3. Page numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page. II. Identilication of Revised Material Revised text and illustrations shall he indicated by a black vertical line along the outside margin of the page, opposite revised, added or deleted material. Ä line along the outside margin of the page opposite the page number will indicate that an entire page has been changed or added. Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations. Changes in capitalization, spelling, punctuation or the physical location of material on a page will not be identifled by symbols. ORIGINAL PAGES ISSUED The original pages issued for this handbook prior to revision arc given below: Title, ii through vii, 1-1 through 1-18, 2-1 through 2-10, 3-1 through 3-16, 4-1 through 4-30, 5-1 through 5-28, 6-1 through 6-14, 7-1 through 7-26, 8-1 through 8-18, 9-1 through 9-36 and 10-1 through 10-2. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 iv REVISED: MARCH 1,2005 PIPER AIRCRAFT CORPORATION SECTION 1 PA-2$461, CADET GENERAL TABLE OF CONTENTS SECTION 1 GENERAL Paragraph Page No. No. 1.1 1—1 1.3 t-3 ii 1-3 1.7 1-3 1.9 1-4 1.11 1-4 1.13 1-4 1.15 14 1.17 1-4 1.19 1-5 Introduction Engines Propellers Fuel Oil Maximum Weights Standard Airplane Weight Baggage Space Specific Loadings Symbols, Abbreviations and Terminology ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 1-i PIPER AIRCRAFT CORPORATION SECTION 1 PA-28461, CADET GENERAL SECTION 1 GENERAL 1.1 INTRODUCTION This Pilot‘s Operating Handbook is designed for maximum utilization as an operating guide for the pilot lt includes the material required to be furnished to the pilot by the Federal Aviation Regulations and additional information provided by the manufacturer and constitutes the FAA Approved Airplane Flight Manual. This handbook is not designed as a substitute for adequate and competent flight instruction, knowledge of current airworthiness directives, applicable federal air regulations or advisory circulars, lt is not intended to be a guide for basic flight instruction or a training manual and should not be used for operational purposes unless kept in a current status. Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in command is responsible for determining that the airplane is safe for flight. The pilot is also responsible for remaining within the operating limitations as outlined by instrument markings, placards, and this handbook. Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should not be used solely as an occasional operating reference. The pilot should study the entire handbook to familiarize himself with the limitations, performance, procedures and operational handling characteristics of the airplane before flight. The handbook has been divided into numbered (arabic) sections, each provided with a finger-tip tab divider for quick reference. The limitations and emergency procedures have been placed ahead of the normal procedures, performance and other sections to provide easier access to information that may be required in flight. The Emergency Procedures Section has been furnished with a red tab divider to present an instant reference to the section Provisions for expansion of the handbook have been made by the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as being intentionally left blank. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 1-1 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-161, CADET THREE VIEW Figure 1-1 WING AREA (sq. ft,) 170.0 MIN. TURNING RADIUS (Ft.) 30,0 (from pivot point to wingtip) REPORT: VB4360 1-2 ISSUED: SEPTEMBER 9, 1988 PIPER AIRCRAFT CORPORATION SECTION 1 PA-28461, CADET GENERAL 1,3 ENGINES (a) Number of Engines 1 (b) Engine Manufacturer Lycoming (c) Engine Model Number O-320-D2A or O-320-D3G (d) Rated Horsepower 160 (e) Rated Speed (rpm) 2700 (f) Bore (inches) 5.125 (g) Stroke (inches) 3.875 (h) Dispiacement (cubic inches) 319.8 (i) Compression Ratio 8.5:1 (j) Engine Type Four Cylinder, Direct Drive, Horizontally Opposed, Air Cooled 1.5 PROPELLERS (a) Number of Propellers 1 (b) Propeller Manufacturer Sensenich (c) Model 74DM6-0-60 or 74DM6-0-58 (d) Number of Blades 2 (e) Propeller Diameter (inches) (1) Maximum 74 (2) Minimum 72 (f) Propeller Type Fixed Pitch 1.7 FUEL AVGAS ONLY (a) Fuel Capacity (U.S. gal) (total) 50 (b) Usable Fuel (U.S. gal) (total) 48 (c) Fuel (1) Minimum Octane 100 Green or 100LL Blue Aviation Grade (2) Altemate Fuel Refer to Fuel Requirements, Section 8 - Handling, Servicing and Maintenance. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 REVISED: SEPTEMBER 12, 1990 1-3 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28-161, CADET 1.9 OIL (a) 011 Capacity (U.S. quarts) 8 (b) 011 Specif;cauon Refer to latest issue of Lycoming Service InstrucÜon 1014. (c) 011 Viscosity Refer to Section 8 - paragraph 8.19. 1.11 MAXIMUM WEIGHTS Normal Ufllity (a) Maximum Ramp Weight (ibs) 2332 2027 (b) Maximum Takeoff Weight (ibs) 2325 2020 (c) Maximum Landing Weight (ibs) 2325 2020 (d) Maximum Weight in Baggage Compartment (ibs) 50 0 1.13 STANDARD AIRPLÄNE WEIGHTS Refer to figure 6-5 for the Standard Empty Weight and the Useful Load. 1.15 BAGGÄGE SPACE Compartment Volume (cubic feet) 24 1.17 SPECIFIC LOADINGS (a Wing Loading (lbs per sq ft) 13.7 (b) Power Loading (ibs per hp) 14 5 REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 1-4 REVISED: SEPTEMBER 12, 1990 PIPER AIRCRAFT CORPORATION SECTION 1 PÄ28461, CADET GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) IndicatedPressure The number actually read from an Aftitude altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013.2 millibars). Pressure Affitude Ahitude measured from standard sea4evel pressure (29.92 in. Hg) by a pressure or barometric altimeter. lt is the indicated pressure akitude corrected for position and instrument error. In this handbook, altimeter instrument errors arc assumed to be zero. Station Pressure Actual atmospheric pressure at field elevation. Wind The wind velocities recorded as variables on the charts of this handbook are to be understood as the headwind or tailwind components of the reported winds. (c) Power Terminology Takeoff Power Maximum power permissible for takeoff. Maximum Con- Maximum power permissible continuously tinuous Power during flight. Maximum Climb Maximum power permissible during Power climb. Maximum Cruise Maximum power permissible during Power cruise. (d) Engine Instruments EGT Gauge Exhaust Gas Temperature Gauge ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISEU: SEPTEMBER 12, 1990 1-7 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28461, CADET 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) (e) Airplane Performance and Flight Planning Terminology Climb Gradient The demonstrated ratio of the change in height during a portion of a climb, to the horizontal distance traversed in the same time interval. Demonstrated The demonstrated crosswind velocity is the Crosswind velocity of the crosswind component for Velocity which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Äccelerate-Stop The distance required to accelerate an afr Distance plane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the afrplane to a stop. Route Segment A part of a route. Each end of that part is / identif;ed by (1) a geographical location or (2) a point at which a definite radio fix can be established. (0 Weight and Balance Terminology Reference Datum An imaginary verfical plane from which all horizontal distances are measured for balance purposes. Station A location along the airplane fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 1-8 REVISED: SEPTEMBER 12, 1990 PIPER AIRCRAFT CORPORATION SECTION 1 PA28461, CADET GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are of symbols, abbreviations and terminology used throughout the handbook anti those which may be of added operational significance to the pilot. (a) General Airspeed Terminology amt Symbols CAS Calibrated Airspeed means the indicated speed of an aircraft, corrected for position anti instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level, KCÄS Calibrated Airspeed expressed in Knots. GS Ground Speed is the speed of an airplane relative to the ground, lAS 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. KIAS Indicated Airspeed expressed in Knots, M Mach Number is the ratio of true airspeed to the speed of sound. TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature anti compressibility. VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic conirol will not overstress the airplane. Vi Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 REVISED: SEPTEMBER 12, 1990 1-5 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA28-161, CÄDET 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) VNE/MNE Never Exceed $peed or Mach Number is the speed limit that should not be exceeded at any time. VN0 Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. Vs Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Vso Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configurafion. Vx Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of ahitude in the shortest possible horizontal distance. Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in ahitude in the shortest possible time. (b) Meteorological Terminology ISA International Standard Atmosphere in which: The air is a dry perfect gas; The temperature at sea level is 15° Celsius (59° Fahrenheit); The pressure at sea level is 29.92 inches Hg (1013.2 mb); The tempera ture gradient from sea level to the altitude at which the temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003564°F) per foot and zero above that altitude. OAT Outside Air Temperature is the free air static temperature obtained either from in fhght temperature indicatrons or ground meteorological sources, adjusted for in strument error and compressibility effects. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 1-6 PIPER AIRCRAFT CORPORATION SECTION 1 PÄ.28-161, CADET GENERAL 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) 1 Moment The product of the weight of an item mukiplied by its arm. (Moment divided by a constant is used to simplify balance caiculations by reducing the number of digits.) CenterofGravity The point at which an airplane would (C.G.) balance if suspended. 115 distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm The arm obtained by adding the airplane‘s individual moments and dividing the sum by the total weight. C.G, Limits The extreme center of gravity locations within which the airplane must be operated at a given weight. Usable Fuel Fuel available for ffight planning. Unusable Fuel Fuel remaining after a runout test has been completed in accordance with govern mental regulations. Standard Empty Weight of a standard airplane including Weight unusable fuel, full operating fluids and full oil. Basic Empty Standard empty weight plus optional Weight equipment. Payload Weight of occupants, cargo and baggage. UsefulLoad Difference between takeoff weight, or ramp weight if applicable, and basic empty weight. Maximum Ramp Maximum weight approved for ground Weight maneuver. (lt includes weight of start, taxi and run up fuel.) ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: SEPTEMBER 12, 1990 1-9 SECTION 1 PIPER AIRCRAFT CORPORÄTION GENERAL PÄ2$461, CÄDET 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) Maximum Maximum weight approved for the start Takeoff Weight of the takeoff run Maximum Maximum weight approved for the landing Landing Weight touchdown, Maximum Zero Maximum weight exclusive of usable fuel, Fuel Weight REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 140 REVISED: SEPTEMBER 12, 1990 PIPER AIRCRAFT CORPORATION SECTION 2 PA-28-161, CADET LIMITATIONS TABLE OF CONTENTS SECTION 2 LIMITATIONS Paragraph Page No. No. 2.1 General 2-1 2.3 Airspeed Limitations 2-1 2.5 Airspeed Indicator Markings 2-2 2.7 Power Plant Limitations 2-2 2 9 Power Plant Instrument Markings 2 3 2.11 Weight Limits 2-4 2. 13 Center of Gravity Limits 2-4 2.15 Maneuver Limits 2-5 2.17 Flight Load Factors 2-5 2.19 Kinds of Operation Equipment List 2-5 2.21 Fuel Limitations 2-7 2.23 Placards 2-8 ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 2-i n 0 fl n fl PIPER AIRCRAFT CORPORATION SECTION 2 PA-2$-161, CADET LIMITATIONS SECTION 2 LIMITATIONS 2.1 GENERAL This section provides the FAA Approved operating limitations, instrument markings, color coding and basic placards necessary for operation of the airplane and its systems. 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 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 KIAS KCAS Never Exceed Speed (VNE) - Do not exceed this speed in any operation. 160 153 Maximum Structural Cruising Speed (VN0) - Do not exceed this speed except in smooth air and then only with caution. 126 122 Maximum Flaps Extended Speed (VFF) - Do not exceed this speed with the flaps extended. 103 100 ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 2-1 SECTION 2 PIPER AIRCRAFT CORPORATION HMITATIONS PÄ-28461, CADET 2.3 AIRSPEED LIMITATIONS (Continued) SPEED KIAS KCAS Design Maneuvenng Speed (VA) Do not make full or abrupt control movements above this speed. At 2325 LBS. G.W. 111 108 At 1531 LBS. G.W. 88 89 CA UTION 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. 2,5 AIRSPEED INDICATOR MARKINGS MARKING lAS Red Radial Line (Never Exeed) 160 KTS Yellow Arc (Caution Range Smooth Air Only) 126 KTS to 160 KTS Green Arc (Normal Operating Range) 50 KIS to 126 KTS White Arc (Flap Down) 44 KTS to 103 KTS 2.7 POWER PLANT LIMITATIONS (a) Number of Engines 1 (b) Engine Manufacturer Lycoming (c) Engine Model No. O-320-D2A or O-320-D3G (d) Engine Operating Limits (1) Maximum Horsepower 160 (2) Maximum Rotation Speed (RPM) 2700 (3) Maximum Oil Temperature 245° F (e) Oil Pressure Minimum (red line) 25 P51 Maximum (red hne) 100 PSI (f) Fuel Pressure Minimum (red line) .5 PSI Maximum (red line) 8 PSI REPORT: VB-1360 ISStJED: SEPTEMBER 9, 1988 2-2 PIPER MRCRAFT CORPORATION SECTION 2 PÄ-28461, CADET LIMITATIONS 2.7 POWER PLANT LIMITATIONS (Continued) (g) Fuel (AVGAS ONLY) (minimum grade) 100 or 100LL Aviation Grade (Ii) Number of Propellers 1 (i) Propeller Manufacturer Sensenich tj) Propeller Model 74DM6-0-60 or 74DM6-058 (k) Propeller Diameter (Inches) Minimum 72 Maximum 74 (1) 74DM6-0-60 Propeller Tolerance (static rpm at maximum permissible throttle setting, Sea Level, ISA) Not above 2430 RPM Not below 2330 RPM NOTE Refer to the airplane maintenance manual for test procedure to determine approved static rpm under non standard conditions. (m) 74DM6M-58 Propeller Tolerance (static RPM at maximum permissible throttle setting, Sea Level, ISA) Not above 2465 RPM Not below 2365 RPM NOTE Refer to the airplane maintenance manual for test procedure to determine approved static rpm under non standard conditions. 2.9 POWER PLANT INSTRUMENT MARMNGS (a) Tachometer Green Arc (Normal Operating Range) 500 to 2700 RPM Red Line (Maximum Continuous Power) 2700 RPM (b) Oil Temperature Green Arc (Normal Operatmg Range) 750 in 245°F Red Line (Maximum) 245°F ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 REVISED: SEPTEMBER 12, 1990 2-3 SECTION 2 LIMITATIONS PIPER MRCRÄFT CORPORÄTION PÄ-2$-161, CADET 2.9 POWER PLANT INSTRUMENT MARMNGS (Continued) (c) Oil Pressure Green Arc (Normal Operating Range) Yellow Arc (Caunon Range) (Idle) Yellow Arc (Ground Warm-Up) Red Line (Minimum) Red Line (Maximum) (d) fuel Pressure Green Arc (Normal Operating Range) Red Line (Minimum) Red Line (Maximum) REPORT: VB-1360 2-3a 60 to 90 PS1 25to6OPSI 90 to 100 PSI 25 PSI 100 PSI .5 to $ PSI .5P51 8P51 ISSUED: SEPTEMBER 12,1990 PIPER MRCRAFT CORPORATION SECTION 2 PA-28-161, CADET LIMITATIONS THIS PAGE INTENTIONÄLLY LEFT BLANK ISSUED: SEPTEMBER 12, 1990 REPORT: VB-1360 2-3b SECTION 2 PIPER MRCRAFT CORPORATION LIMITATIONS PÄ28-161, CÄDET 2.11 WEIGHT LIMITS Normal Utility (a) Maximum Ramp We;ght 2332 LBS 2027 LBS (b) Maximum Takeoff Weight 2325 LBS 2020 LBS (c) Maximum Landing Weight 2325 LBS 2020 LBS (d) Maximum Baggage 50 LBS 0 LBS NOTE Refer to Section 5 (Performance) for maximum weight as limited by performance. 2,13 CENTER OF GRAVITY LIMITS (a) Normal Category Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 2325 87.0 93.0 1950 (and less) 83.0 93.0 (b) Utility Category Weight Forward Limit Rearward Limit Pounds Inches Aft of Datum Inches Aft of Datum 2020 83.8 93.0 1950 (and less) 83.0 93.0 NOTES 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 secfion, lt is the responsibiity 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. REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 24 PIPER AIRCRAFT CORPORÄTION SECTION 2 PÄ-28461, CÄDET LIMITÄTIONS 2.15 MANEUVER LIMITS (a) Normal Category - All acrobatic maneuvers including spins prohibited. (b) Utility Category Approved Maneuvers for bank angles exceeding 600. Entry Speed SteepTums 111 KIAS Lazy Eights 111 KIAS Chandelles 111 KIAS 2.17 FLIGHT LOAD FÄCTORS Normal Utffity (a) Positive Load Factor (Maximum) 3.8 G 4.4G (b) Negative Load factor (Maximum) No inverted maneuvers approved 2.19 KINDS OF OPERATION EQUIPMENT LIST This airplane may be operated in day or night VFR, day or night IFR when the appropriate equipment is installed and operable. The foliowing equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated and must be installed and operable for the particular kind of operation indicated. NOTE The following system and equipment list does not include specific night instruments and communications navigation equipment required by the FAR Part 91 and 135 operating requfrements. Number Types of Operation and Remarks System Reguired (DAV MGWf, VFR, and WR) 1, ELECTRICAL Altemator 1 DAY, NIGHT, VFR, WR Voh/Ammeter 1 DAVMGHT,VFR,WR 2. EQUPMENT/ FURNISifiNGS Safety Restraint Each Occupant AR DAY. NIGHT. VFR. WR ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED:SEFfEMBER 12, 1990 2-5 SECT1ON PIPER AIRCRÄFT CORPORATION LIMITATIONS PA-28-161, CADET 2.19 KINDS OF OPERATION EQUIPMENT LIST (Continued) Number Types of Operation and Remarks Reguired Va 3. RIGHT CONTROLS Elevator and Rudder Trim Position Indicator 1 ea, DAY, NIGHT, VFR, IFR 4. FUEL Fuel Pressure Indicator 1 DA NIGHT, VFR, IFR Fuel Quantity Indicating System 2 DAY, NIGHT, VFR, IFR 5. 1NSTRUMENTA TION ENGINE Tachometer 1 DAY, NIGHT, VFR, WR 011 Pressure Indicator 1 DAY, NIGHT, VFR, IFR Oil Temperature Indicator 1 DAY, NIGHT, VFR, WR 6. INSTRUMENTA TION FLIGHT Airspeed Indicator 1 DAV NIGHT, VFR, WR Altimeter 1 DAV NIGHT, VFR, WR Magnefic Compass 1 DAY NIGHT, VFR, IFR 7. LIGHTS - EXTERNAL Position Lights a. Lift Wing Red 1 ea. NIGHT, VFR, WR 5. RightWing - Green 1 ea. NIGHT, VFR, IFR c. Tau - White 1 ea. NIGHT, VFR, WR Mti-Collision (Strobe) Lights 2 ea. NIGHT, VFR, WR 8. LIGFfTS - COCKPIT Instrument Lights AR NIGHT, VFR,WR REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 2-6 REVISED: MARCH 15,1989 PIPER AIRCRAFT CORPORATION SECTION 2 PÄ-28461, CADET LIMITATIONS 2.19 KINDS OF OPERATION EQUIPMENT LIST (Continued) Number Types of Operation and Remarks System Required (DAY, NIGHT, VFR, and 1fR) 9. PNEUMÄTIC/ VÄCUUM Vacuum Pump 1 DAY, N1GHT, IFR Gyro Suction indicator 1 DÄY, N1GHT, JfR NOTE The above system and equipment list does not include specific ftight instruments and commun ication/navigation equipment required by the FAR Part 91 and 135 operating requirements. 2.21 FUEL LIMITATIONS (a) Total Capacity 50 US. GAL (b) Unusable Fuel 2 US. GÄL The unusable fuel for this airplane has been determined as 1.0 gallon in each wing in critical ftight attitudes. (c) Usable fuel 48 US. GAL The usable fuel in this airplane has been determined as 24.0 gallons in each wing. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 2-7 SECflON 2 PIPER AIRCRAFT CORPORAflON UMITAUONS PA-2M61, CADET 2.23 PLACARDS In full view of the pilot: THIS AIRPLANE MUST BE OPERATED AS A NORMAL OR UTILIW CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. ALL MARKINGS AND PLACARDS ON THIS MRPLANE APPLY TO ITS OPERATION AS A UTILIW CATEGORY AIRPLANE. FOR NORMAL AND UTILITY CATEGORY OPERATION, REFER TO THE PILOT‘S OPERATING HANDBOOL NO ACROBATIC MANEUVERS ARE APPROVED FOR NORMAL CATEGORY OPERATIONS. SPINS ARE PROHIBITED FOR NORMAL AND UTIL1TY CATEGORY. Infullviewofthepiot: TAKEOFF CHECKLIST LANDING CHECKL1ST Flaps - set (Wifite Arc) Fasten beits/harness Afr conditioner off ln afr condiüoned afrcraft, the A1R COND 0FF item in die takeoffand landing checklists above, is mandatory. REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 2-8 c Fuel on proper ank Electric fuel pump on Engine gauges checked Flaps - set Carb. heat off Mixture set Primer locked Seat bach enct Fasten belts/harness Trimtab-set Controls - fne Door - latched Air conditioner off Fuel on proper ank Mixture rich Electric fuel pump on Seat bach erect PIPER AIRCRAPT CORPORATION SECTION 2 PA-28461, CADET UMITATIONS 223 PLACARDS (Condnued) In full view of the pilot, in the ana of the air conditioner control panel when the air conditioner is imtalled: WARNING — *1K CONDITIONER MUST BE 0FF TO INSURE NORMAL TAKEOFF CLIMB PERFOR MANCE. Adjacent to upper door latch: ENGAGE LATCH BEFORE FLIGHT In full view of the pilot: VA = 111 KIAS AT 2325# (SEE P.O.H.) UTILIW CATEGORY OPERATION - NO Afl PASSENGERS ALLOWED. DEMO. X-WIND 17 KTS. In hill view of the pilot when Hie oil cooler winterizadon Ich is installed: OIL COOLER WINTERIZATION PLATE T0 BE REMOVED WHEN AMBIENT TEMPERATURE EXCEEDS 50°F. In full view of the pilot: UTILITY CATEGORY OPERATION ONLY (1) NO Afl PASSENGERS ALLOWED. (2) ACROBATIC MANEUVERS ARE LIMITED T0 THE FOLLOWING: ENTRY SPEED SPINS PROHIBITED STEEP TURNS 111 KIAS LAZY EIGHTS 111 KIAS CHANDELLES 111 KIAS ISSUED: SEPTEMBER 9, 1988 REPORT: VB4361 24 SECTION 2 PIPER AIRCRAFT CORPORATION UMITATIONS PA2$-161,CADET 2.23 PLACARDS (Continued) In full view of the pilot: WARNING TURN 0FF STROBE LIGHTS WHEN IN CEOSE PROXIMITY T0 GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. Adjacent to fuel filler caps: FUEL 100 OR IOOLL AVIATION GRADE Adjacent to fuel filler caps: AVGAS ONLY GRADE GRADE IOOLL 100 On aft closeout panel: MAXIMUM BAGGAGE THIS COMPARTMENT 50 LBS SEE THE LIMITÄTIONS SECTION OF THE PILOTS OPERATING HANDBOOK. On floor forward of baggage compartment: NO BÄGGAGE THIS COMPARTMENT SEE THE LIMITATIONS SECTIONOF THE PILOTS OPERATING HANDBOOK. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 2-10 PIPER ÄIRCRAFT CORPORÄTION SECUON 2 PA-2$-161, CADET LIMITATIONS 2.23 PLACARDS (CONTINUED) On instrument panel near nonfunctional gear select handle (when installed): GEAR SELECT NON-FUNCTIONAL SIMULATOR ONLY On center support above compass: CAUTION COMPASS CAL. MAY BE IN ERROR WITH ELECT. EQUIPMENT OTHER THAN AVIONICS ON ISSUED: DECEMBER 16, 1988 REPORT: VB-1360 REVI$ED: APRIL 4, 1989 2-11 SECUON 2 PIPER AIRCRAFT CORPORAUON UMITAUONS PA28-161, CADET c. THIS PAGE INTENTIONALLY LEFT BLANK ( REPORT: VB4360 ISSUED: DECEMBER 16, 1988 242 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-161, CADET EMERGENCY PROCEDURES TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. 3.1 General 3-1 3.2 Airspeeds for Safe Operation 3-2 3.3 Emergency Procedures Checklist 3-3 3.3a Engine Fire During Start (3.7) 3-3 3.3b Engine Power Loss During Takeoff (3.9) 3-3 3.3c Engine Power Loss In Flight (3.11) 3-3 3.3d Power 0ff Landing (3.13) 3-4 3.3e Fire In Flight (3. 15) 3-4 3.3f Loss Of Oil Pressure (3. 17) 3-5 3.3g Loss Of Fuel Pressure (3. 19) 3-5 3.3h High Oil Temperature (3.21) 3-5 3.3i Electrical F‘ailures (3.23) 3-5 3.3j Electrical Overload (3.25) 3-6 3.3k Spin Recovery (3.27) 3-6 3.3m Open Door (3.29) 3-7 3.3n Engine Roughness (331) 3-7 3.3o Carburetor Icing (3.33) 3-8 3.5 Amplified Emergency Procedures (General) 3-9 ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 3-‘ SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-2$-161, CADET TABLE Of CONTENTS SECTION 3 (cont) Paragraph Page No No 3.7 Engine Fire During Start (3.3a) 3-9 3.9 Engine Power Loss During Takeoff (3,3b) 3-9 3. 11 Engine Power Ioss In Flight (3.3c) 3-10 3.13 Power 0ff Landing (3.3d) 3-10 3.15 Fire In Flight (3.3e) 3-11 3 17 Loss Of 011 Pressure (3 3f) 3-12 3.19 Loss Of Fuel Pressure (33g) 3-12 3.21 High Oil Temperature (3.3h) 3-12 3.23 Electrical Failures (3.3i) 3-13 3.25 Electrical Overload (3.3j) 3-13 3.27 Spin Recovery (3.3k) 3-14 3.29 Open Door (3.3m) 3-14 3 31 Engine Roughness (3 3n) 314 3.33 Carburetor Icing (3.3o) 3-15 REPORT: VB-1360 3-11 ISSUED: SEPTEMBER 9, 198$ PIPER AIRCRAFT CORPORATION SECTION 3 PA-28461, CADET EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL This section provides the recommended procedures for coping with various emergency or critical situations. All of the emergency procedures required by the FAA, as weil as those necessary for operation ofthe airplane, as determined by the operating and design features of the airplane, arc presented. Emergency procedures associated with optional systems and equipment which require handbook supplements are presented in Section 9, Supplements. This section is divided into two basic parts. The first part contains the emergency procedures checkiists. These checkiists suppiy an immediate action sequence to be followed during critical situations with little emphasis on the operation of the systems. The numbers located in parentheses after each checklist heading indicate where the corresponding paragraph in the amplified procedures can be found. The second part of the section provides amplified emergency procedures corresponding to the emergency procedures checklist items, These amplified emergency procedures contain additional information to provide the pilot with a more complete description of the procedures so they may be more easily understood. The numbers located in parentheses after each paragraph heading indicates the corresponding checklist paragraph. Pilots must familiarize themseives with the procedures given in this section and must be prepared to take the appropriate action should an emergency situation arise. The procedures arc offered as a course of action for coping with the particular situation or condition described They arc not a substitute for sound judgment and common sense. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 3-1 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28461,CADET Most basic emergency procedures arc a normal part of pilot training. The information presented in this section is not intended to replace the training. This 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. 3.2 AIRSPEEDS FOR SAFE OPERATIONS 3.2a STALL SPEEDS 2325 ibs (00 Flap) .................................... 50 KIAS 2325 ibs (full Flap ....‚‚‚....‚‚‚‚.‚...‚‚........... 44 KIAS 3.2b MANEUVERING SPEEDS 2325 lbs 111 KIAS 1531 lbs 88 KIAS 3.2c NEVER EXCEED SPEED Never Exceed Speed 160 KIAS 3.241 POWER 0FF GLIDE SPEED 2325 Ibs (0° FIap) 73 KIAS REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-2 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28461, CADET EMERGENCY PRO CEDURES 3.3 EMERGENCY PROCEDURES CHECKLIST 3.3a ENGINE FIRE DURING START (3.7) Starter CRANK ENGINE Mixture IDLE CUT-OFF Throttle OPEN Electric Fuel Pump 0FF Fuel Selector 0FF Abandon if fire continues 3.3b ENGINE P0 WER LOSS DURING TAKEOFF (3.9) If sufficient runway remains for a normal landing, land straight ahead If insufficient runway remains: Maintain safe airspeed Make only shallow turn to avoid obstructions Flaps as situation requires If sufficient altitude has been gained to attempt a restart: Maintain safe airspeed Fuel Selector SWITCH to tank containing fuel Electric Fuel Pump CHECK ON Mixture CHECK RICH Carburetor Heat ON Primer LOCKED If power is not regained, proceed with power off landing (3.3d). 3.3c ENG1NE P0 WER LOSS IN FLIGHT (3.11) Fuel Selector SWITCH to tank containing fuel Electric Fuel Pump ON Mixture RICH Carburetor Heat ON Engine Gauges CHECK for indication of cause of power loss ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-S161, CADET 33c ENGINE POWER LOSS IN FUGHT (3.11) (Cendnued) Prinrr CHECKL0CKED Ifno fuel pressun isindicated,diecktank selector posifionto be sure it is on a tank containing fuel. When power is nstored: Carburetor Hat 0FF Electric Fuel Pump 0FF If power is not nstond, prepare for power off hnding (3.3d). Tdm for 73 KIAS 33d POWER 0FF LANDING (3.13) Locate suitable field. Establish spiral pattern. 1000 ft. above fwld at downwind position for normal laMing approach. When fwW can easily be reached dow to 63 KIAS for shortest landing. Touchdowns should normally be made at lowest possible airspeed with full flaps extended. When committed to landing: Ipition 0FF BAfl MASTR Switch 0FF ALTR Switch 0FF Fuel Selector 0FF Minute IDLE CUT-OFF Seat Bela and Harnesses TIOHT 3.3e PIRE IN FUGHT (3.15) Source of Fire CHECK Electrlcal fire (smoke In abln): BAfl MASTR Switch 0FF ALTR Switch 0FF Vents OPEN Cabin Hat 0FF land es soon es pmctical. REPORT: VB-DU ISSUED: SEPTEMBER 9, 1988 3.4 PWER AIRCRAF CORPORAflON SECTION 3 PA-28461, CADET EMERGENCY PROCEDURES 33e EIRE IN FLIGHT (3.15) (Condnued) Englne Nie: Fuel Selector IUU1LI CLOSED Mixture IDLE CUT-OFF Electric Fuel Pump CIffiCK 0W Heater 0FF Defroster 0W Proceed with POWER 0W LANDING procedure (3.3d). NOTE The possibility of an engine fire in flight is exnmely remote. The procedure given is general and pilot judgement should be the detennining factor for action in such an emergency. 33t LOSS OF OK PRESSURE (3.17) Land as soon as possible and investigate cause. Prepare for power off landing (3.3d). 33g LOSS OF FUEL PRESSURE (3.19) ( Electric Fuel Pump \.. Fuel Selector CHECK on TANK CONTAINING FUEL 33h fflGH OK TEMPERATURE (321) Land at nearest airpoft and invesfigate the problem. Prepare for power off landing (3.3d). 331 ELECTRICAL FAILURES (323) NOTE When operating with light elecffical lot and a fully charged battery, theMternaor Inop. light may illuminate due to minimal akernator output If the akernator is fiinctional a slight increase in electrical lot should extinguish the Inop. indicafion. ALT annundator light illuminated: Ammeter CHECK to VERWY inop. ah. If ammeter shows zero: ALTR switch 0W Reduce electrical loads to minimum: ALTNTR. HELD Circuit Breaker CHECK and RESET as required ALTR Switch ON ISSUED: SEflEMBER 9,1988 REPORT: VB.1360 REVISED: MARCH 1,2005 3.5 nrw flkT SECTION 3 PIPER AIRCRAfT CORPORATION EMERGENCY PROCEDURES PA-28461, CADET 3.31 ELECTRICAL FÄILURES (3.23) (Continued) if power not restored: ALTRSwitch 0FF lt alteinitoi output cannot be iestoied ieduce electiical loids rnd land as soon as practical. The battery is the only rernaining source of electrical power. 3.3j ELECTRICAL OVERLOAD (Alternator over 20 amps above known electrical bad) (3.25) ALTRSwitch ON BATT MASTR Switch 0FF If alternator Ioads are reduced: Electrical Load REDUCE to Minimum Land as soon as practica!. NOTE Due to increased system voltage and radio frequency noise, operation with ALT switch ON and BATT switch 0FF should be made only when required by an electrical system failure. If alternator loads are not reduced: ALTR switch 0Ff BÄTT MASTR Switch AS REQUIRED Land as soon as possible. Änticipate complete electrical failure. 3.3k SPIN RECOVERY (3.27) Throttle IDLE Ailerons NEUTRAL Rudder FULL OPPOSITE to DIRECTION of ROTATION Control Wheel FULL fORWARD Rudder NEUTRAL (when rotation stops) Control Wheel AS REQUIRED to SMOOTHLY REGAIN LEVEL FLIGHT ATTITUDE REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-6 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-161, CÄDET EMERGENCY PROCEDURES 3.3m OPEN DOOR (3.29) If both upper and lower latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To dose the door in flight: Slow airplane to $9 KIAS Cabin Vents CLOSE Storm Window OPEN If upper latch is open LATCH If side latch if open PULL on ARM REST while moving latch handle to LATCH position. If both latches are open LATCH SIDE LATCH then TOP LATCH. 3.3n ENGINE ROUGHNESS (3.31) Carburetor Heat ON If roughness continues after one minute: Carburetor Heat 0Ff Mixture ADJUST for MAXIMUM SM OOTHNESS Electric Fuel Pump ON Fuel Selector SWITCH TANKS Engine Gauges CHECK Magneto Switch L then R then BOTH lf Operation 5 satisfactory on either magneto, continue on that magneto at reduced power and full RICH mixture to first airport. Prepare for power off landing (3.3d). 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. Therefore, when using carburetor heat always use full heat; and, when ice is removed, return the control to the full cold position. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 3..7 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA48461, CADET 3.3o CARBURETOR ICING (3.33) Carburetor Heat ON Mixture ADJUST for MAXIMUM SMOOTHNESS REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-8 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-161, CADET EMERGENCY PROCEDURES 3.5 AMPLIfIED EMERGENCY PROCEDURES (GENERAL) The following paragraphs are presented to supply additional information for the purpose of providmg the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE f IRE DURING START (3.3a) Engine fires during start are usually the result of overpriming. The first effort to extinguish the fire is to attempt an engine start in order to draw the excess fuel back into the induction system. If a fire is present before the engine has started, try to draw the fire back into the engine by moving the mixture control to idle cutoff, opening the throttle, turning 0FF the electric fuel pump and fuel selector, while cranking the engine. If an external fire extinguishing method is used, set the mixture control to idle cut-off, and turn 0FF the electric fuel pump and fuel selector. 3.9 ENGINE POWER LOSS DURING TAKEOFF (3.3b) The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. Ifsufficient runway remains tocompletea normal landing,land straight ahead. If insufficient runway remains, maintain a safe airspeed and make only a shallow turn if necessary to avoid obstructions. Use offlaps depends on the circumstances. Normally, flaps should be fully extended for touchdown. If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Check the electric fuel pump to ensure that it is ON and that the mixture is RICH. The carburetor heat should be ON and the primer locked. If engine failure was caused by fuel exhaustion, power will not be regained after switching the fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. If power is not regained, proceed with the Power 0ff Landing procedure (refer to the emergency checklist (3.3d) and paragraph 3.13). ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES P%.28-161, CADET 3.11 ENGINE POWER LOSS IN FLIGHT (3.3c) Complete engine power loss is usually caused by fuel flow interruption, and power will be restored shortly after fuel flow is restored. If power loss occurs at a bw altitude, the first step is to prepare for an emergency landing (refer to paragraph 3 13), Trim the airplane for best gliding angle (73 KIAS), and look for a field suitable for landing. If altitude permits, switch the fuel selector to another tank containing fuel and turn the electric fuel pump ON. Move the mixture control to RICH and the carburetor heat to ON. Check the engine gauges for an indication of the cause of the power boss. Check to ensure the primer is bocked. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing fuel. When power is restored move the carburetor heat to the 0FF position and turn 0FF the electric fuel pump. If the preceding steps do not restore power, prepare for an emergency landing. If time permits, turn the ignition switch to L then to R then back to BOTH. 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 tanks. Water in the fueb could take some time to be used up, and abbowing the engine to wind miii may restore power. If power loss is due to water, fuel pressure indications will be normal. If engine failure was caused by fuel exhaustion, power will not be restored after switching fuel tanks untib the empty fuel lines are fibbed. This may require up to ten seconds. If power is not regained, proceed with the Power 0ff Landing procedure (refer to the emergency checkbist (3.3d) and paragraph 3.13). 3.13 POWER 0FF LANDING (3.3d) Ifboss of power occurs at altitude, trim the aircraftforbestglidingangle (73 KIAS) and look for a suitabbe field. lf measures taken to restore power : arc not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the FAA by radio of your difficubty and intentions. If another pilot or passenger is aboard, let him help. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-10 PIPER AIRCRÄfT CORPORATION SECTION 3 PA-28-161, CADET EMERGENCY PROCEDURES 3.13 POWER 0FF LANDING (3.341) (Continued) When a suitable field has been located, establish a spiral pattem around lt To make a normal landing approach try to be at 1000 feet above the field at the downwind position. When the field can easily be reached, slow to 63 KIAS for the shortest landing. Excess altitude may be lost by widening the pattern, using flaps, slipping, or a combination of these. When committed to a landing, turn 0FF the battery master (BATT MASTR), alte rnator (ALTR), and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to 0FF and move the mixture to idle cut-off The seat belts and shoulder harnesses should be tightened Touchdown should normally be made at the lowest possible airspeed with full flaps extended, 3.15 FIRE IN FLIGHT (3.3e) Because the necessary course ofaction differs somewhat in each case, it is essential that the source of the fire be identified promptly through instrument readings, characteristics of the smoke, or other indications. First check for the source of the fire. If smoke in the cabin indicates an electrical fire, turn the battery master (BATT MASTR) and alternator (ALTR) switches 0FF, open the cabin vents, and turn the cabin heat 0FF. A landing should be made as soon as possible If an engine fire exists, switch the fuel selector 0FF and dose the throttle. Set the mixture to idle cut-offand turn the electric fuel pump 0FF. In all cases, the heaterand defrostershould be 0FF. Ifradio communication is not required, select the battery master and altemator switches 0FF. Proceed with Power 0ff Landing procedure (refer to paragraph 3. 13). NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgement should be the detemining factor for action in such an emergency. ISSUED: SEPTEMBER 9, 1988 REPORT VB-1360 3-11 SECTION 3 PIPER AIRCRAfT CORPORATION EMERGENCY PROCEDURES PA-28-161, CADET 3.17 LOSS OF OIL PRESSURE (3.3f) Loss of oil pressure may be either partial or complete. A partial loss of oil pressure usually indicates a malfunction in the oil pressure regulatmg system, and a landing should be made as soon as possible to investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result ofa faulty gauge. In eithercase, proceed toward the nearest airport, and be prepared for a forced landing. Since the engine may stop suddenly, if the problem is not a pressure gauge malfunction, 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 dose, If engine stoppage occurs proceed with a power off landing (refer to paragraph 3.13). 33.19 LOSS OF FUEL PRESSURE (3.3g) Ifloss offuel pressure occurs, turn ON the electric fuel pump and check that the fuel selector is on a tank containing fuel. If the problem is not an empty tank, land as soon as practical and have the engine-driven fuel pump and fuel system checked. 3.21 HIGH OIL TEMPERATURE (3.3h) An abnormally high oil temperature indication may be caused by a bw oil level, an obstruction in the oil cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at anappropriate airport and have the cause investigated. A steady rapid rise in oil temperature is a sign of trouble Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying boss of pressure. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-12 PWER AIRCRAFT CORPORAUON SECUON 3 PA28-161, CADET EMERGENCY PROCEDURES 323 ELECTRICAL FAILURES (331) NOTE When operafing with light electiical bad and a fully charged battery, dieAlternator Inop. light may illwninate due to minimal ahernator output If thealtemator 18 funcional a slight increase in elecffical bad should extinguish die Inop. indicadon. Loss of abternator output 15 detected through zero reading on die ammeter. Before executing die following procedure, enswe that die reading is zero, and not r merely low, by actuating an elecnically powered device, such as die landing • light. If no increase in die ammeter reading is noted, alternator failure can beassumed. The electrlcal bad should be reduced as much as possible. Check for an open alternator field circuit breaker. Next aftempt to reset die oveivoltage relay by moving die ALTR switch to 0FF for one second and then to ON. If die trouble was caused by a momentaiy oveivokage condidon (163 volts and up) diis proceduit should mtmi die ammeter to a normal reading. If die ammeter confinues to indicate ZERO output, or if die abternator will not remain reset, tum off die ALTR switch, maintain minimum ebectrical bad and band as soon as pmcdcab. Abb ebectrlcal bad 18 being suppbied by die battery. 325 ELERICAL OVERLOAD (Altemator owr 20 amps above kno*nelectrical bad) (33J) If abnormably high akemator output is observed (more dian 20 amps above known electrlcal bad for the operadng conditions), lt may be caused by a bw battery, a battery faubt or odier abnormab ebectrlcal bad. If die cause is a bw battery, die indication should begin to decrease towand normal widiin 5 minutes. If die overboad condition persists, attempt to reduce die bad by turning oft ( non-essential equipment.rlbrn the BAfl MASTR switch 0FF and die ammeter shoubd decrease. Dirn die BATT MASTR switch ON and condnue to monitor die ammetec If die alternator output does not decrease widiln 5 minutes, hirn die BATT MASTR switch 0FF and band as soon as possible. Alb ebectrlcal boads arc being suppbied by die altemator. NOTE Due to increased system vobtage and radiofmquency noise operation widi die ALTR switch ON and die BATT MASTR swltch 0FF should be made only when required by an elecfficab faibure. ISSUED: SEPTEMBER 9, 1988 REPORt VB4360 REVISED: MARCH 1,2005 3-13 SECflON 3. PWER AIRCRAFT CORPOflUON EMERGENCY PROCEDURES PA-28461, CADET 3.27 SPIN RECOVERY (33k) Intentional spins am prohibited in this airplane. If a Spin 15 inadvertendy entered, immediately move the throttle to idle and the ailerons to neutral. Full rudder should then be applied oppoSite to the direction of rotation followed by control wheel full forward. When the rotation stops, neuwalize die rudder and ease back on die control wheel as required to smoothly regain a level flight attitude. 3.29 OPEN DOOR (33m) The Cadet‘s cabin door is double latched, so the chance of it opening at both die top and bottom in flight are remote. However, should die upper latch not be closed, or die side latch not be fiiliy engaged, die door may spring pardally open at takeoff or soon afterward. If bodi die upper and side latches have not been engaged, die door will nil slighdy open, resulting in unpleasant air and propeller noise, and a slight reduction in airspeed. A partially open door will not affect normal flight characterisdcs, and a normal lan&ng can be made. To dose die door in flight, slow die airplane to 89 KIAS, dose the cabin vents and open die storm window. If die top latch is open, latch it If die side latch is open, pull on die armrest while moving die latch handle to the latched position. If bodi latehes are open, dose die side latch first, and dien the top latch. 331 ENGINE ROUGHNESS (3m) Engine rougbness is usually due to carburetor icing which is indicated by a drop in rpm, and may be accompanied by a slight loss of ainpeed or altitude. If too much ice is allowed to accumulate, restoradon of full power may not be possible; therefore, prompt action is requimd. tun carburetor heat on (see Note). Rpm will decrease slightly and mughness will increase. Wait for a decrease in engine roughness or an increase in rpm, indicating ice removal. If diem is no change in approximately one minute, retum die carburetor ha to 0W r REPORt VB4360 ISSUED: SEflEMBER 9,1988 344 PIPER AIRCRAFT CORPORATION $ECTION 3 PA-28-161, CADET EMERGENCY PROCEDURES 3.31 ENGINE ROUGHNESS (3,3n) (Continued) If the engine is still rough, adjust the mixture for maximum smoothness, The engine will run rough if the mixture is too rich or too lean. The electric fuel pump should be switched to ON and the fuel selector switched to the other tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. If any gauge readings are abnormal, proceed accordingly. Move the magneto switch to L then to R, then back to BOTH, If operation is satisfactory on either magneto, proceed on that magneto, at reduced power, with mixture full RICH, to a landing at the first available airport. If roughness persists, prepare for a precautionary landing at pilot‘s discretion. NOTE Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice which will refreeze in the intake system. Therefore, when using carburetor heat always use full heat; and, when ice is removed, return the control to the full cold position. 3.33 CARBURETOR ICING (3.3o) Under certain moist atmospheric conditions at temperatures of-5°C to 20°C, it is possible for ice to form in the induction system, even in summer weather. This is due to the high air velocity through the carburetor venturi and 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. Adjust mixture for maximum smoothness. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 3-15 SECflON 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDflES PA48461, CADET UHS PAGE INTENUONALLY LEFT BLANK c REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 3-16 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28461, CADET NORMAL PROCEDURES TABLE Of CONTENTS SECTION 4 NORMAL PROCEDURES Paragraph Page No No. 4.1 GENERAL 4-1 4.3 AIRSPEED FOR SAFE OPERATIONS 4-2 4.5 NORMAL PROCEDURES CHECKLIST 4-3 4.5a Preparation (4.9) 4-3 4.5b Preflight Checklist (4.11) 4-4 4.5c Before Staring Engine Checklist (4.13) 4-6 4.5d Engine Start Checklist (4.15) 4-6 NORMAL START - COLD ENGINE (4.15a) 4-6 NORMAL START - HOT ENGINE (4.15b) 4-7 ENGINE START WHEN FLOODED (4.15c) 4-7 ENGINE START WITH EXTERNAL POWER SOURCE (4.15d) 4-7 4.5e Warm-Up Checklist (4.17) 4-8 4Sf Taxiing Checklist (4.19) 4-8 4.5g Ground Check Checklist (4.21) 4-8 4.5h Before Takeoff Checklist (4.23) 4-9 ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 4-1 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28461,CADET TABLE OF CONTENTS SECTION 4 (cont) Paragraph Page No No 4,5i Takeoff Checklist (4.25) ‘,,.......,,,......,,,,,, 440 NORMAL (4.25a) 440 0° FLAPS TAKEOFF PERFORMANCE (4.25b), 440 25° fLAPS TAKEOFF PERfORMANCE (4.25c) 440 SOFT FIELD, OBSTACLE CLEARANCE (4.25d) 440 SOFT fIELD NO OBSTACLE (4 25e) 441 4.5j Climb Checklist (4.27) 44 1 4.5k Cruise Checklist (4.29) 44 1 4.5m Descent Checklist (4.31) 441 NORMAL DESCENT (4.31a) 4-11 POWER 0ff DESCENT (4,31b) 4-12 4.5n Approach And Landing Checklist (4,33) 4-12 4.50 Stopping Engine Checklist (4.35) 4-12 4.Sp Mooring Checklist (4.37) 4-13 4.7 AMPLIfIED NORMAL PROCEDURES (GENERAL) 4-15 4.9 PREPARATION (4.5a) 4-15 4.11 PREfLIGHT CHECK (4.5b) 4-15 4 1 la Cockpit (4 Sb) 4-15 4.llb Right Wing (4.5b) 4-16 REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 4-ii PIPER AIRCRAFT CORPORATION SECTION 4 PA-28-161, CADET NORMAL PROCEDURES TABLE OF CONTENTS SECTION 4 (cont) Paragraph Page No. No. 4.llc Nose Section (45b) ..‚‚...‚‚...‚.‚...‚........‚‚ 4-16 4.lld LeftWing(4.5b) 4-17 4.lle Fuselage (4.5b) 4-17 4.13 BEFORE STARTING ENGINE (4.5c) 4-18 4.15 ENGINE START (4.5d) 4-18 4.15a Normal Start - Cold Engine (4.5d) 4-18 4.15b Normal Start - Hot Engine (4.5d) 4-19 4.15c Engine Start When Flooded (4.5d) 4-19 4,15d Engine Start With External Power Source (4.5d) 4-19 4.17 WARM-UP (4.5e) 4-20 4.19 TAXIING (4.5f) 4-20 4.21 GROUNDCHECK(4.5g) 4-21 423 BEFORETAKEOFF(45h) 422 4.25 TAKEOFF (4.5i) 4-23 4.25a Normal (4.5i) 4-23 4.25b 0° Flaps Takeoff Performance (4.5i) 4-23 4.25c 25° Flaps Takeoff Performance (45i) 4-23 4.25d Soft Field, Obstacle Clearance (4.5i) 4-23 4.25e Soft Field, No Obstacle (4.5i) 4-24 ISSUED: SEPTEMBER 9, 1988 REPORT: VB-13604-ui SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-2$-161, CADET TABLE OF CONTENTS SECTION 4 (cont) Paragraph Page No No. 4.27 CLIMB (4.5]) 4-24 4,29 CRUISE (4.5k) 4-24 4.31 DESCENT (4.5m) 4-25 4.31a Normal Descent (4.5m) 4-25 4.31b Power 0ff Descent (4.5m) 4-26 4.33 APPROACH AND LÄNDING (4.5n) 4-26 4.35 STOPPING ENGINE (4.5o) 4-27 4.37 MOORING (4.Sp) 4-28 4,39 STALLS 4-28 4.41 TURBULENT AIR OPERATION 4-28 4.43 WEIGHT AND BALANCE 4-29 4.45 NOISE LEVEL 4-29 REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-1v PIPER AIRCRAFT CORPORATION SECTION 4 PAZ8-161, CADET NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES 4.1 GENERAL This section provides the normal operating procedures for the PA28 161, Cadet airplane. All ofthe normal operating procedures required bythe FAA, as well as those procedures which have been determined as necessary for the operation of the airplane, as determined by the operating and designed features of the airplane, are presented. Normal operating procedures associated with optional systems and equipment which require handbook supplements are presented in Section9, Supplements. These procedures are provided to supply information on procedures which are not the same for all airplanes and as a source of reference and review. Pilots should familiarize themselves with the procedures to become proficient in the normal Operations of the airplane. This section is divided into two parts. The first part is a short form checklist supplying an action - reaction sequence for normal procedures with little emphasis on the operation of the systems. Numbers in parentheses after each checklist section indicate the paragraph where the corresponding amplified procedure can be found. The second part of this section contains the amplified normal procedures which provide detailed information and explanations of the procedures and how to perform them. This portion of the section is not intended for use as an inflight reference due to the lengthy explanations. The short form checklists should be used on the ground and in flight. Numbers in parentheses after each paragraph title indicate where the corresponding checklist can be found. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 44 SECTION 4 PIPER AIRCRAfT CORPORATION NORMAL PROCEDURES PA-28461, CADET 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to the operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level. Performance for a specific airplane may vary from published figures depending upon the equipment installed; the condition of the engine, airplane and equipment; atmospheric conditions and piloting technique. (a) Best Rate of Climb Speed (b) Best Angle of Climb Speed (c) Turbulent Air Operating Speed (See Subsection 2.3) (d) Maximum Flap Speed (e) Landing Final Approach Speed (Flaps 400) (f) Maximum Demonstrated Crosswind Velocity 79 KJAS 63 K1AS 111 KIAS 103 K1AS 63 K1AS 17 KTS REPORT: VB-1360 42 ISSUED: SEPTEMBER 9, 1988 PIPER AIPCRAFT CORPORATION PA-28461, CADET SECTION 4 NORMAL PROCEDURES 4.5 NORMAL PROCEDURES CHECKLIST 4.5a Preparation (4.9) Airplane Status AIRWORTHY, PÄPERS ON BOARD Weather SUITABLE Baggage WEIGHED, STOWED, lIED Weight and C.G WITHIN LIMITS Navigation PLANNED Charts and Navigation Equipment ON BOÄRD Performance and Range COMPUTED AND SAFE CA UTION The flap position should be noted before boarding the airplane The flaps must be placed in the UP position before they will lock and support weight on the step. REPORT: VB-1360 WALK-AROUND Figure 4-1 ISSUED: SEPTEMBER 9, 1988 4-3 SECTION 4 PIPER AIRCRAFT CORPORAUON NORMAL PROCEDURES PA-28461, CADfl 43b Pnfllg$ Checklisb (4.11) COCKPIT (4.lla) Control Wheel RELEASE BEL‘r5 Circuit Bnakers IN Avionics 0FF Parking Brake SET Electric Switches 0FF Magneto Switch 0FF Mixture IDLE CUT-OFF BAfl MASTR Switch 071 Fuel Quantity Gauges CHECK Annunciator Panel .. CHECK BAfl MASTR Switch . 0FF flight Controls CHECK flaps CHECK Trim CHECK, SET NEUTRAL Pitot Dram DRAIN, CLOSE Static Dram DRAIN, CLOSE Windows CHECK, CLEAN Tow Bar STOW Baggage SECURE RIGHT WING (4.llb) Wing FREE of ICE, SNOW, FROST Control Surfaces CHECK for intefference - CLEAR of ICE, SNOW, FROST Hinges CHECK for interference Static Wicks CHECK Wing Tip and Lights CHECK Fuel Tank CHECK supply visually - SECURE CAPS CA UTION When draining any amount of fuel, care should be taken to ensure that no fire hamrd exists before starting engine. Fuel Tank Sump DRAIN, CHECK for water, (;4 sediment and proper fuel Fuel Vent CLEAR Tie Down and Chock REMOVE REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1911 44 REVISED: DECEMBER 16, 191$. PIPER AIRCRAFT CORPORATION SECTION 4 PA-28- 161, CADET NORMAL PROCEDURES 4.5b Preflight Checklists (4.11) (Continued) RIGHT WING (4.llb) (Continued) Main Gear Strut PROPERINFLATION (4.50 in.) Tire CHECK Brake Block and Disc CHECK Fresh Air Inlet CLEAR NOSE SECTION (4.llc) Fuel and Oil CHECK FOR LEAKS Cowling SECURE Windshield CLEAN Propeller and Spinner .. CHECK Air Inlets CLEAR Alternator Belt CHECK TENSION Landing Light CHECK Nose Chock REMOVE Nose Gear Strut PROPERINFLATION (3.25 in.) Nose Wheel Tire CHECK Oil CHECKLEVEL Dipstick PROPERLY SEATED Fuel Strainer DRAIN, CHECK for water, sediment and proper fuel LEFT WING (4,lld) Wing FREE of ICE, SNOW, FROST Fresh Air Inlet CLEAR Main Gear Strut PROPERINFLATION (4.50 in.) Tire CHECK Brake Block and Disc CHECK Fuel Tank Sumps DRAIN, CHECK for water, sediment and proper fuel Fuel Vent CLEAR Tie Down and Chock REMOVE Fuel Tanks CHECK supply visually - SECURE CAPS Pitot/Static Head REMOVE COVER - HOLES CLEAR Wing Tip and Lights CHECK Control Surfaces CHECK for interference - FREE of ICE, SNOW, FROST ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 4-5 SECTION 4 PIPER AIRCRAFT CORPORAflON NORMAL PROCEDURES PA-28-161, CADET 4.51 Pnfllght Cbecklbb (4.11) (Copdnued) LEFT WING (4.lld) (Condnued) .4 Hinges CHECK for intefferexe Static Wicks CHECK FUSELAGE (4.lle) Antennas CHECK Empennage FREE of ICE, SNOW, FROST Fitsh Air Inlet CLEAR Stabilator and Trim Tab CHECK for interference Tie Down REMOVE BAfl MASTR Switch ON Cockpit Ughting CHECK Nav and Strobe Ugha CHECK Stall Warning CHECK Pitot Heat CHECK All Switches 0FF Passengers BOARD Cabin Door CLOSE amt SECURE Seat Bela amt Harnesses FASTEN - CHECK interla reel 4.& Before Starting Englne Cbeckllst (4.13) BEFORE STARTING ENGINE (4.13) Brakes SET Carburetor Heat FULL 0FF Fuel Selector DESIRED TANK Avionics 0FF ALTR Switch ON 43d Engine Start Checkllst (4.15) NORMAL START - COLD ENGINE (4.15.) flrottle ¼ INCH OPEN BAfl MASTR Switch ON Electric Riet Pump ON Mixture FULL RICH Starter ENGAGE ‘flirottle ADJUST Oil Piessure CHECK If engine does not start witjhin 10 sec., prime amt repeat starting procedure. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 46 PIPER AIRCRÄFT CORPORATION SECTION 4 PA-28-161, CADET NORMAL PROCEDURES 4.541 Engine Start Checklist (4.15) (Continued) NORMAL START - HOT ENGINE (4.155) Throttle ‘/2 INCH OPEN BATT MASTR Switch ON Electric Fuel Pump ON Mixture FULLRICH Starter ENGAGE Throttle ADJUST Oil Pressure CHECK ENGINE START WHEN fLOODED (4.lSc) Throttle OPENFULL BATT MASTR Switch ON Electric Fuel Pump 0FF Mixture IDLE CUT-OFF Starter ENGAGE Mixture ADVANCE Throttle RETARD Oil Pressure CHECK ENGINE START WITH EXTERNAL POWER SOURCE (4.15d) BATT MASTR Switch 0FF All Electrical Equipment 0FF Terminals CONNECT External Power Plug INSERT in receptacle NOTE For all normal operations using the PEP jumper cables, the battery master switch should be 0FF. However, it is possible to use the slip‘s battery in parallel by turning the battery master switch ON. This will give longer cranking capabilities, but will notincreasetheamperage. CA UTION Care should be exercised, because, if the ship ‘s battery has been depleted, the external power supply can be reduced to the level of the ship‘s battery. This can be tested by turning the battery master switch ON momentarily while the starter is engaged. If cranking speed increases, the slip‘s battery is at a higher level than the external power supply. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 4-7 SECTION 4 PIPER ÄIRCRAfT CORPORATION NORMAL PROCEDURES PA-28-161, CADET 4.5d Engine Start Checklist (4.15) (Continued) ENGINE START WITH EXTERNAL P0 WER SOURCE (4J5d) (Contrnued) Proceed with normal start Throttle LOWEST POSSIBLE RPM External Power Plug D1SCONNECT from receptacle BATT MASIR Switch ON - CHECK AMMETER Oil Pressure CHECK 4.5e Engine Warm-Up Checklist (4.17) ENGINE WARM-UP (4.17) Throttle 800 to 1200 RPM 4.5f Taxiing Checklist (4.19) TAXIING (4.19) Parking Brake RELEASE Taxi Area CLEAR Throttle APPLY SLOWLY Brakes CHECK Steering CHECK 4.5g Ground Check Checklist (4.21) GROUND CHECK (4.21) Parking Brake SET Throttle 2000 RPM Magnetos max. drop 175 RPM -max. diff. 50 RPM Vacuum 4.8 to 5.1 in. Hg Oil Temperature CHECK Oil Pressure CHECK Air Conditioner CHECK Annunciator Panel PRESS-TO-TEST Carburetor Heat CHECK Engine is warm für takeoff when throttle can be opened without engine falte ring. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-8 REVISED: DECEMBER 16, 1988 PIPER AIRCRAFT CORPORATION SECTION 4 PA-28461, CADET NORMAL PROCEDURES 4.5g Ground Check Checklist (4.21) (Continued) GROUND CHECK (4,21) (Continued) Electric fuel Pump 0Ff Fuel Pressure CHECK Throttle RETARD 4.5h Before Takeoff Checklist (4.23) BEFORE TÄKEOFF (4.23) Battery Master Switch ON Alternator Switch ON Flight Instruments CHECK Fuel Selector PROPER TANK Electric Fuel Pump ON Engine Gauges CHECK Carburetor Heat 0Ff Seat Backs ERECT NOTE The mixture should be set FULL RICH, hut a minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation. Mixture SET Primer LOCK NOTE The inertia reel type shoulder harness should be given a pull test to check its locking restraint feature. NOTE If the fixed shoulder harness (non-inertial reel type) are installed for the aft seat occupants they should be adjusted to provide adequate restraint. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: DECEMBER 16, 1988 4-9 SECUON 4 PIPER AIRCRAPT CORPORATION NORMAL PROCEDURES PA-28461, CADET 43h Befon Takeoff Checkifst (4.23) (Contbued) BEFORE TAKEOFF (4.23) (Condnued) Belts/ Harness FASTENED/CHECK Empty Seats SEAT BELTS SNUGLY FASTENED Flaps SET Tdm SET Controls FREE Door LATCHED Air Conditioner 0FF 431 Takeoff Checklist (4.25) NORMAL (4.25a) Ftaps SET Tflm SET Accelerate to 45 to 55 KIAS Control Wheel back piessure to rotate to climb attitude 0° FLAPS TAKEOFF PERFORMANCE (425b) flaps UP Accelerate to 40-50 KIAS (depending on weight) Control Wheel back pressure to rotate to climb attitude Accelemte to and maintain44 to 55 KIAS (depending on weight)until obstacle clearaxe is achieved and climb out at 79 KIAS. 250 FLAPS TAKEOFF PERFORMANCE (4.25c) Flaps 25° (second notch) Accelerate to 40-50 KIAS (depending on weight) Control Wheel back piessure to rotate to climb attitude Accelemte to and maintain 44 to 55 KIAS (depending on weight)until obstacle clearaxe is achieved and climb out at 79 KIAS. Flaps RETRACT SLOWLY REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-10 REVISED: DECEMBER 16, 1988 PIPER AIRCRAFT CORPORATION SECTION 4 PA48461, CADET NORMAL PROCEDURES 43i Takeoff Checklist (&25) (Continued) SOFT FIELD, OBSTACLE CLEARANCE (4.25d) Flaps 25° (second notch) Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible airspeed. Accelerate just above ground to 52 KIAS to climb past obstacle height. Continue climbing while accelerating to best rate of climb speed, 79 KIAS. Flaps RETRACT SLOWLY SOfT fIELD, NO OBSTACLE (4.25e) Flaps 25° (second notch) Accelerate and lift off nose gear as soon as possible. Lift off at lowest possible airspeed. Accelerate just above ground to best rate of climb speed, 79 KIAS. Flaps RETRACT SLOWLY 4.9 Climb Checklist (4.27) CLIMB (4.27) Best Rate Climb Speed (Flaps Up) .................... 79 KIAS Best Angle Climb Speed (Flaps Up) ................... 63 KIAS En Route ‚‚.‚‚‚.‚...‚‚‚‚.‚‚..‚‚‚‚‚..‚.‚...‚‚ 87 KIAS Electric Fuel Pump................................... 0FF at desired altitude 4.5k Cruise Checklist (4.29) CRUISE Reference performance charts and Avco-Lycoming Operators Manual. Normal Maximum Power 75% Power SET per power table Mixture ADJUST ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 411 SECTION 4 PIPER AIRCRAFT CORPORAUON NORMAL PROCEDURES PA-28461, CADET 43m Deicent Cbeckk (431) NORMAL DESCENT (431*) Throttle 2500 rpm Airspeed 126 KIAS Mixture RICH Carburetor Heat ON if requiied POWER 0FF DESCENT (431b) Carburetor Heat ON if mquired Throttle CLOSE Ainpeed AS REQUIRED Mixture AS REQUIRED Power VERIFY with throttle EVERY 30 SECONDS 43n Approach Amt Landhg Checkk (433) APPROACH AND LANDING (See charb in SaUen 5) (433) Fuel Selector PROPER TANK Seat Bach ERE Belts/ Harness FASTEN/CHECK NOTE If the fixed shoulder harness (non4nertia reel type) is instalhd, it must be connected to the seat bett and adjusted to allow proper accessibility to all controls including fuel selector, flaps, trim, etc, whik maintaining adequate restraint for the occupant. NOTE If .the inertia reel type shoulder hanns is installed, a pull test of its locking restraint feature should be performed. Eledtric Fuel Pump ON Mixture SET REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 412 PIPER AIRCRÄfT CORPORATION SECTION 4 PA28461, CADET NORMAL PROCEDURES 4.5n Approach And Landing Checklist (4.33) (Continued) APPROACH AND LÄNDING (See charts in Section 5) (4.33) (Continued) Flaps SET - 103 KIAS MAXIMUM Air Conditioner 0FF Trim to 70 KIAS Final Approach Speed (Flaps 400 ) 63 KIAS 4.5o Stopping Engine Checklist (4.35) STOPPING ENGINE (4,35) Flaps RETRACT Electric Fuel Pump 0FF Electrical Switches 0FF Air Conditioner 0FF Radios 0FF Throttle FULLAFT Mixture IDLE CUT-OFF Magnetos 0FF ALTR Switch 0FF BATT MASTR Switch 0FF Trim SET NOTE When alternate fuels are used, the engine should be run up to 1200 rpm for one minute prior to shutdown to clean out any unburned fuel. NOTE The flaps must be placed in the UP positionfor the flap step to support weight. Passengers should be cautioned accordingly. 4.5p Mooring Checklist (4.37) MOORING (4.37) Parking Brake SET Control Wheel SECURE with beits Flaps...................................,,..,,,.. FULLUPWheel Chocks IN PLACETie Downs SECURE ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: DECEMBER 16, 1988 4-13 SECTION 4 PIPER AIRCRAFT CORPORAUON NORMAL PROCEDURES PA-28-161, CADET c THIS PAGE INTENTIONALLY LEFT BLANK c REPORT: VB4360 ISSUED: SEPTEMBER 9, 1988 414 PIPER AIRCRÄFT CORPORATION SECTION 4 PA28461, CADET NORMAL PROCEDURES 4,7 AMPLIFIED NORMAL PROCEDURES (GENERAL) The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for the safe operation of the airplane. 4.9 PREPARATION (4.5a) The airplane should be given a thorough preflight and walk-around check. The preflight should include acheck ofthe airplane‘s required papers, operational status, computation of weight and C.G. limits, takeoff and landing distances and in-flight performance Ä weather briefing should be obtained for the intended flight path, and any other factors relating to a safe flight should be checked before takeoff. CA UTION The flap position should be noted before boarding the airplane. The flaps must be placed in the UP position before they will lock and support weight on the step. 4.11 PREfLIGHT CHECK (4.5b) 4.lla Cockpit (4.5b) Upon entering the cockpit, release the seat belts securing the control wheel, check that all circuit breakers are in, turn 0Ff all avionics equipment, and set the parking brake. Ensure that all electrical switches and the magneto switch are 0FF and that the mixture is in idle cut-off. Turn ON the battery master (BATT MASTR) switch, check the fuel quantity gauges for adequate supply and check that the annunciator panel illuminates Turn 0FF the battery master (BATT MASTR) switch. Check the primary flight controls and flaps for proper operation and set the trim to neutral. Open the pitot and static drains to remove any moisture that has accumulated in the lines. Check the windows for cleanliness. Properly stow the tow bar and baggage and secure. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: DECEMBER 16, 1988 445 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PRO CEDURES PA-28461, CADET 4.115 Right Wing (4.55) Begin the walk around at the traihng edge of the right wing by checking that the wing surface and control surfaces are clear of ice frost snow or other extraneous substances, Check the flap, aileron and hinges for damage and operational interference. Static wicks should be firmly attached and in good condition. Check the wing tip and lights for damage. Open the fuel cap and visually check the fuel color and the quantity should match the indication that was on the fuel quantity gauge, replace cap securely. The fuel tank vent should be clear of obstructions. Dram the fuel tank through the quick dram located at the lower inboard rear corner of the tank, making sure that enough fuel has been drained to ensure that all water and sediment is removed. The fuel system should be drained daily prior to the first flight and after each refueling and checked for proper fuel. CA UTION When draining any amount of fuel, care should be taken to insure that no fire hazard exists before starting engine. Remove the tie down and chock. Next, check the landing gear. Check the gear strut for proper inflation; there should be 4.50 +/ - 0.25 inches of strut exposure under a normal static bad. Check the tire for cuts, wear, and proper inflation. Make a visual check of the brake block and disc. Check that the fresh air inlet is clear of foreign matter. 4,llc Nose Section (4,55) Check the general condition of the nose section, look for oil or fluid leakage and that the cowling is secure. Check the windshield and clean if necessary. The propeller and spinner should be checked for detrimental nicks, cracks, or other defects. The air inlets should be clear of obstructions and check the alternator belt for proper tension. The landing light should be clean and intact. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-16 PIPER AIRCRAFT CORPORATION SECTION 4 PA.2S461, CADET NORMAL PROCEDURES 4.llc Nose Section (4.5b) (Continued) Remove the chock and check the nose gear strut for proper inflation, there should be 3.25 +7 - 0.25 inches of strut exposure under a normal static bad. Check the tire for cuts, wear, and proper inflation. Check the engine baffle seals, Check the oil level, make sure that the dipstick has been properly seated. Open the fuel strainer bocated on the left side of the firewall bong enough to remove any accumulation of water and sediment and check for proper fuel. 4Jld Left Wing (4.5b) The wing surface should be clear of ice, frost, snow, or other extraneous substances. Check that the fresh air inlet is clear of foreign matter and remove the chock. Check the main gear strut for proper inflation, there should be 4.50 +7 - 0.25 inches of strut exposure under a normal static bad. Check the tire and the brake block and disc. Open the fuel cap and visually check the fuel cöbor. The quantity should match the indication on the fuel quantity gauge. Replace cap securely. The fuel tank vent should be clear of obstructions. Dram enough fuel to ensure that all water and sediment has been removed and check for proper fuel. Remove tie down and chock. Remove the cover from the pitot/static head on the underside of the wing. Make sure the holes are open and clear of obstructions. Check the wing tip and lights for damage. Check the aileron, flap, and hinges for damage and operational interference and that the static wicks are firmby attached and in good condition. 4.lle fuselage (4.5b) Check the condition and security of the antennas. The empennage shoubd be cbear of ice, frost, snow, or other extraneous substances, and the fresh air inbet on the side offusebage should be cbear of foreign matter. Check the stabilator and trim tab for damage and operational interference. The trim tab shoubd move in the same direction as the stabilator. Remove the tie down. ISSUED: SEPTEMBER 9, 198$ REPORT: VB-1360 4-17 SECTION 4 PIPER ÄIRCRAFT CORPORATION NORMAL PROCEDURES PA28-161, CADET 4.lle Fuselage (4.5b) (Continued) Upon returning to the cockpit, an operational check of the interiorlights, exterior lights, stall warning system, and pitot heat should now be made, Turn the battery master switch and other appropriate switches ON. Check the panel lighting and the overhead flood light. Visually confirm that exterior lights are operational. Lift the stall detector on the leading edge ofthe left wing and determine that the warning horn is activated. With the pitot heat switch ON, the pitot head will be hot to the touch. After these checks are complete, the master switch and all electrical switches should be turned 0FF. Board the passengers and dose and secure the cabin door. Fasten the seat belts and shoulder harnesses. Pull test the locking restraint feature of the shoulder harness inertia reel. Fasten seat belts on empty seats. 4.13 BEfORE STARTING ENGINE (4.5c) Before starting the engine the brakes should be set ON and the carburetor heat lever moved to the full 0FF position. The fuel selector should then be moved to the desired tank. Check to make sure that all the avionics are 0FF. Place the alternator switch in the ON position. 4.15 ENGINE START (4.Sd) 4.15a Normal Start - CoId Engine (4.5d) Open the throttle lever approximately ¼. inch. Turn ON the battery master switch and the electric fuel pump. Move the mixture control to full RICH and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch, and move the throttle to the desired setting. If the engine does not fire within five to ten seconds, disengage the starter, prime the engine and repeat the starting procedure. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 418 PIPER AIRCRAfT CORPORATION SECTION 4 PA-28-161, CADET NORMAL PROCEDURES 4.15b Normal Start - lot Engine (4.5d) Open the throttle approximately ‘,‘ inch. Turn ON the battery master switch and the electric fuel pump Move the mixture control lever to full RICH and engage the starter by rotating the magneto switch clockwise. When the engine fires, release the magneto switch and move the throttle to the desired setting. 4J5c Engine Start When Flooded (4.5d) The throttle lever should be full OPEN. Turn ON the battery master switch and turn 0FF the electric fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the magneto switch clockwise When the engine fires, release the magneto switch, advance the mixture and retard the throttle. 4.15d Engine Start With External Power Source (4.5d) An optional feature called the Piper External Power (PEP) allows the Operator to use an external battery to crank the engine without having to gain access to the airplane‘s battery. Turn the battery master (BATT MASTR) switch 0FF and turn all electrical equipment 0FF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE (+) terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the jumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique. After the engine has started reduce power to the lowest possible rpm and disconnect the jumper cable from the aircraft. Turn the battery master (BATT MASTR) switch ON and check the alternator ammeter for an indication of output. D0 NOT ATTEMPT FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. NOTE For all normal Operations using the PEP jumper cables, the battery master switch should be 0FF. However, it is possible to use the ship‘s battery in parallel by turning the battery master switch ON. This will give longer cranking capabilities, but will not increase the ampe rage. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 4-19 SECTION 4 PIPER AIRCRAfT CORPORATION NORMAL PROCEDURES PA-28-161, CADET 4J5d Engine Start With External Power Source (4.5d) (Continued) CA UTION Care should be exercised, because, if the ship‘s battery has been depleted, the external power supply can be reduced to the level of the ship‘s battery. This can be tested by turning the battery master switch ON momentarily while the starter is engaged. If cranking speed increases, the ship‘s battery is at a higher level than the external power supply. When the engine is firing evenly, advance the throttle to $00 rpm. If oil pressure is not indicated within thirty seconds, stop the engine and determine the trouble. In cold weather it will take a few seconds longer to get an oil pressure indication. If the engine has failed to start, refer to the Lycoming Operating Handbook, Engine Troubles and Their Remedies. Starter manufacturers recommend that cranking periods be limited to thirty seconds with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter. 4.17 WARM-UP (4.5e) Warmup the engine at $00 to 1200 rpm for not more than two minutes in warm weather and four minutes in cold. Avoid prolonged idling at bw rpm, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the throttle may be opened fully without backfiring or skipping, and without a reduction in engine oil pressure. Do not operate the engine at high rpm when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.19 TAXIING (4.5f) Before ground personnel attempt to taxi the airplane, they should be instructed and approved by a qualified person authorized by the owner. Ascertain that the propeller back blast and taxi areas arc clear, REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-20 PIPER AIRCRAFT CORPORATION ECflON 4 PA-28461, CADET NORMAL PROCEDURES 4.19 TAXUNG (43) (Contlnued) Power should be applied slowly to start the taxi rolL Taxi a few feet forward and applythe brakesto determine drireffectiveness. While taxiing, make slight turm to ascertain the effectiwness of die steering. Observe wing clearances whentaxling tnrbuildings or otherstationary objects. If possible, station an observer outside die airplait. Avoid hobs and ruts when taxiing over uiwwn gmund. Do not operate the engine at high rpm wien ninning up or taxiing over gound containing loose stones, gravel or any loose material thatmaycause damage to tue propefler blades. 4.21 GROUND CHECK (43g) Set die parking brake and advance die dirotde to 2000 rpmforchecking die magnetos. Drop off on eidier magieto should not exceed 175 rpm and die diffeience between die magietos should not exceed 50 rpm. Operation on one magneto should not exceed 10 seconds. Cleck die vacuum gauge;the indicator should nad 4.8to 5.lin. Hgat 2000 rpn Cieck die annunciator panel lights widi tue piess4o-test button. Also check die air conditioner. (rbuntor heat should also be clecked prior to takeoff to be sun die control is opemting properly and to purge any ice which may haw formed ( during taxüng. Avoid prolonged ground operationwidicarbuntorheat ON as die air is unfiltered. ‘The electric fuel pump should be turned 0FF after starting or during warm-upto make sure diat the engine dflven pump is operating. Cieck bodi oiltempemture and oil pressure. fle temperature may be lowforsome dne if the engine is being nin for die first dme of die day. fle engine is warm enough for takeoff wien the throtde can be opened without die engine faltering. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4361 421 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-2$461, CADET 4.23 BEFORE TAKEOFF (4.5h) All aspects of each particular takeoff should be considered prior to executing the takeoff procedure Ensure that the battery master and alternator switches are ON. Check and set all of the ftight instruments as required. Check the fuel selector to make sure it is on the proper tank (fullest). Turn ON the electric fuel pump to prevent loss of power should the engine driven pump fail during takeoff, and check the engine gauges. The carburetor heat should be in the 0FF position. Check that all seat backs are erect. NOTE The mixture should be set FULL RICH, but a minimum amount of leaning is permitted for smooth engine operation when taking off at high elevation. The mixture should be set, and the primer should be checked to ensure that it is locked. NOTE The inertia reel type shoulder harness should be given a pull test to check its locking restraint feature. NOTE If the fixed shoulder harness (non-inertial reel type) are installed for the aft seat occupants they should be adjusted to provide adequate restraint. Pull test the locking restraint feature of the shoulder harness inertial reel. Fasten seat belts snugly around empty seats. Exercise and set the ftaps and trim. Ensure proper flight control movement and response. The door should be properly secured and latched. On air conditioned models, the air conditioner must be 0FF to ensure normal takeoff performance. REPORT: VB-1360 ISSUED: SEPTEMBER 9, 1988 4-22 REVISED: DECEMBER 16, 1988 PIPER AIRCRÄFT CORPORATION ECTION 4 PA-28-161, CADET NORMAL PROCEDURES 4.25 TAKEOFF (See charts in Section 5) (4.Si) Takeoffs are normally made with flaps up however for short field takeoffs and for takeoffs under difficult conditions such as deep grass or a soft surface, total distances can be reduced appreciably by lowering the flaps to 25° 4.25a Normal (4.5i) The normal takeoff technique is conventional. The trim should be set slightly aft of neutral, with the exact setting determined by the loading of the airplane. Allow the airplane to accelerate to 45 to 55 KIAS, then ease back on the control wheel to rotate to climb attitude. Premature raising of the nose or raising it to an excessive angle will result in a delayed takeoff. After takeoff, let the airplane accelerate to the desired climb speed by lowering the nose slightly. 4.25b 0° Flaps Takeoff Performance (4.51) A short field takeoff is accomplished without flaps by applying full power before brake release lift offat 40-50 KIAS (depending on weight) and accelerate to and maintain 44-55 KIAS (depending on weight) past obstacle and climb out at 79 KIAS. 4,25c 25° Flaps Takeoff Performance (4.51) A short fleld takeoff with an obstacle clearance is accomplished by first lowering the flaps to 25°. Apply full power before brake release and accelerate to 40-50 KIAS (depending on weight) and rotate. Accelerate to and maintain 44-55 KIAS (depending on weight) until obstacle clearance is attained. After the obstacle has been cleared, accelerate to 79 KIAS and then slowly retract the flaps. 4.25d Soft FieId, Obstacle Clearance (4.51) Takeoff from a soft field with an obstacle clearance requires the use of 25° flaps. Accelerate the airplane and lift the nose gear off as soon as possible and lift offat the lowest possible airspeed. Accelerate just above the grounä to 52 KIAS to chmb past obstacle clearance height Continue chmbing while accelerating to the best rate of climb speed, 79 KIAS and slowly retract the flaps. ISSUED: SEPTEMBER 9, 1988 REPORT: VB-1360 REVISED: DECEMBER 16, 1988 4-23 SECflON 4 PIPER AIRCRAFT CORPORAflON NORMAL PROCEDURES PA4S-161, CADET • 4.2& Soft Ffdd, No Obsacle (4Sf) For a soft fleld takeoff withoutan obstacle to clear, enend die flaps 25°, f accelerate die afrplane and llftthe nose gear off as soonaspossible. Lift offat thelowest possible ainpeed. Acceleratejust above theground to the bestrate of climb speed, 79 UAS, and retract die flaps while climbing out 4.27 CLIMB (4.Sj) fle best rate of dllmb at gross weight will be obtained at 79 KIAS. fle best angle of cimb may be obtained at 63 KIAS. Atlighterdiangross weight diese speeds an nduced somewbat For dlimbing en route, a speed of 87 ILIAS is ncommended. This will produce better forward speed and incnased visibility over die nose during die cimb. When naching thedesired altitude, die electricfuelpump maybe tumed off. 4.29 CRflSE (43k) fle cnilsing efficiency and speed is determined by many factors, including power setting, ahitude, temperature, loading and equipment installed in die airplane. fle normal cruising power is 55% to 75%ofdie rated horsepowerofdie engine. Afrspeeds which may be obtained at various alfitudes and power setdnp can be determined from die pefformance graphs provided by Section 5. Use of the mixtun control in cniising flight significantly reduces fuel consumption while reducing lead deposits whenalternate fuels an med. fle mixtun should be full rich when operadng above 75% power, and leaned during cnilsing operation when 75% power or less is being med. To lean die mixtun for best powercnilse pefformance place die mixtun control full forward and set die dirotde approximately 35 rpm below die desind cruise power setting and lean die mixtun to peak rpm. Adjmt die dirottle, if necessary, for final rpm setting. REPORT: VB436 ISSUED: SEPTEMBER 9, 1988 424 PIPER AIRCRAFT CORPORATION SECTION 4 PA28461, CADET NORMAL PROCEDURES 4,29 CRUISE (4.5k) (Continued) CA UTION Prolonged operation with a lean mixture, at more than 75% engine power, can result in engine damage. When leaning to establish best economy cruise mixture below 6,000 feet, care must be taken not to remain in the power range above 75% more than 15 seconds. Above 6,000 feet, the engine is incapable of producing more than 75% power. A simplified leaning procedure has been developed to obtain the best engine efficiency, while providing the best fuel economy and maximum miles per gallon, for a given power setting. Taking care not to exceed engine speed limitations, set the throttle and mixture controls full forward. Now, begin to lean the mixture. At first the rpm will increase slightly but, as leaning is continued, the rpm will decrease. Continue leaning until the desired cruise engine rpm is established. Always turn the electric fuel pump ON before switching tanks, and leave it ON for a short period thereafter. To keep the airplane in best lateral trim during cruising flight, use fuel alternately from each tank. lt is recommended that one tank be used for one hour after takeoff, then the other tank be used for two hours; then return to the first tank, which will have approximately one and one half hours offuel remaining if the tanks were full at takeoff. The second tank will contain approximately one half hour of fuel. Do not run tanks completely dry in flight. The electric fuel pump should normally be 0ff, so that any malfunction of the engine driven fuel pump is immediately apparent. If signs of fuel starvation should occur at any time during flight, suspect fuel exhaustion. lmmediately position the fuel selector to the ther tank, and switch the electric fuel pump ON. 4.31 DESCENT (4.5m) 4.31a Normal Descent (4.5m) To achieve the performance on Figure 5-31, a power on descent must be used The throttle should be set for 2500 rpm mixture full rich and maintam an airspeed of 126 KJAS lf carburetor ice is encountered apply full carburetor heat. ISSUED: SEPTEMBER 9, 1988 REPORT: VB4360 425 SECTION 4 PIPER AIRCRAFT CORPORATION NORMAL PROCEDURES PA-28-161, CADET 4.31b Power 0ff Descent (4.5m) If a prolonged power off descent is to be made, and icing conditions are suspected apply full carburetor heat prior to power reduction Throttle should be retarded and mixture control leaned as required. Power response should be verified approximately every 30 seconds by partially opening and then closing the throttle (clearing the engine). When leveling off, enrichen mixture, set power as required and select carburetor heat off unless carburetor icing conditions are suspected. 4.33 APPROACH AND LANDING (See charts in Section 5) (4.5n) Check to ensure the fuel selector is o