DAKOTA INFORMATION MANUAL

Relocated items 245 and 247; relocated item 25I to pg. 6-36. Relocated item 25I from pg. 6-35;added item 252; re- located items 259 and 263 to pg. 6-37. Relocated items 259 and 263 from pg. 6-36; addeditem 260; relocated item 271 to pg. 6-38. Relocated item 271 from pg. 6-37. Reviseditem 323. Reviseditems 407 and 409. Added Warning.Added optional light; moved info. to pg. 7-14. Relocated info. from pg. 7-12. Revisedpara. 7.21 Revisedfig. 7-15. Revisedpara. 7.25 l.Ja>J Revisedfig. 7-19. Revisedpara. 8.1S. Ward Evans Revisedpara. 10.3(0. Aug. 27, 1979 I\, PILOT'S OPERATINGHANDBOOKLOG OF REVISIONS(eonl) Revision Number and Revised Code Pages Rev.4 1-3 761 689 2-3 (PR80080I) 2-8 3-IS 4-10 5-9 S-29 5-30 5-31 5-32 6-i 6-4 6-5 6-12 6-12a 6-12b 6-12c 6-12d 6-17 6-19 6-20 6-22 6-23 6-24 6-25 6-26 6-27 FAA Approval Description of Revision Signature and Date Revised para. 1.7 (c). Revised fuel grade. Added placard. Revised para. 3.22. Revised Normal Procedures checklist (Descent). Revised List of Figures, added pgs. S-31 and 5-32, added new figs. 5-39 and 5-41. Revised fig. 5-35. Revised fig. 5-37. Added pg:, added new fig. 5-39. Added pg.; added new fig. 5-41. Revised Table of Contents. Revised fig. 6-3. Revised para. 6.3 (d) (2). Revised fig. 6-15. Added pg.; added new info. Added pg.; added new info. Added pg.; added new info. Added pg. Revised item 31. Relocated items; added items 49 and SI. Added items 65 and 67. Added item 103b. Added item 119. Relocated item; added item 129. Relocated item I 5 I to pg. 6-26; added item 137 from pg. 6-24. Added item I5 I from pg. 6-25; added new items 153 thru 159; renumbered items. Relocated items from pg. 6-26; renumbered items. REPORT:VB-910 vl-c PILOT'SOPERATINGHANDBOOKLOG OF REVISIONS(cont) Revision Number and Revised Code Pages Rev. 4 (cont) 6-28 6-32 6-33 6-34 6-3S 6-36 6-37 6-38 6-39 6-40 6-41 6-42 6-43 6-44 6-44a 6-44b REPORT:VB-910 vl-d FAA Approval Description of Revision Signature and Date Added item 181 from pg. 6-27. Relocated item 231 to pg. 6-3S; renumbered item; added new item 22S. Relocated items; added new items 23S thru 245. ,· Relocated items; added new items 247 thru 2SI. Relocated items from pg. 6-32 and pg. 6-33; renumbered items. Relocated items from pg. 6-33 and pg. 6-34; renumbered items. Relocated items from pg. 6-34 and pg. 6-35; renumbered items. Relocated items from pg. 6-35 and pg. 6-36; renumbered items. Relocated items from pg. 6-36 and pg. 6-37; renumbered items: added new items 291 and 293. Relocated items. from pg. 6-37; revised items 299 and 30 I; added new item 303; renumbered items. Relocated items from pg. 6-37 and pg. 6-38; renumbered items. Relocated items from pg. 6-39; renumbered items. Relocated items from pg. 6-40; renumbered items. Relocated items from pg. 6-41; renumbered items. Relocated items from pg. 6-42; renumbered items. Relocated items from pg. 6-43; renumbered items. PILOT'S OPERATINGHANDBOOKLOGOF REVISIONS(cont) . Revision Number and Revised Code Pages Rev. 4(cont) 6-4S 6-46 6-47 6-48 6-49 7-i 7-9 7-10 7-22 7-29 8-12 8-13 8-14 9-i 9-19 thru 9-22 9-23 thru 9-24 FAA Approval Description of Revision Signature and Date Relocated items from pg. 6-44; renumbered items. Relocated·,.items from pg. 6-44a; renumbered items; relocated items 407 thru 411 from pg. 6-4S Relocated items from pg. 6-4S and pg. 6-46. Added pg.; relocated items 427 and 43S from pg. 6-46; added new items 429 thru 433; renumbered items. Added pg.; relocated items from pg. 6-47; renumbered items. Revised Table of Contents. Revised para. 7.15; relocated info. to pg. 7-10. Relocated info. from pg. 7-9. Revised para. 7.27. Added new para. 7.41. Revised para. 8.2l(b). Relocated info. to pg. 8-14; added new info. to para. 8.21(b) Added para. 8.2 l(c). fro'11 pg. 8-13. Added Supplement S (Century 21 Autopilot) and Supplement 6 (Piper Control Wheel Clock Installation). Added pgs.; Added Supplement S info. Added pgs.; Added Supplement LJa,J Ward Evans August I, 1980 ~EPORT: VB-910 vi-e PILOT'SOPERATINGHANDBOOKLOG OF REVISIONS(cont) ~ Revision FAA Approva 1 Number and Revised Description of Revision Signature Code Pages Date Rev. 5 6-39 Added item 288. 761 689 9-i Revised Table of Contents. ll.J~--~ (PR80l2IO) 9-25 Added pgs. (Added Supple- thru ment 7 KNS 80 Navigation Ward Evans 9-28 System.) Dec. I0, 1980 Rev. 6 3-i Retitled and added para. and 761 689 pg. no. (PR810202) 3-S Changed Alternator Failure to Electrical Failures; moved info. to pg. 3-7. 3-6 Added Electrical Overload; moved info. to pg. 3-7. 3-7 Continued Electrical Over- load; relocated info. from pg. 3-5 and 3-6; moved info. to pg. 3-8. 3-8 Relocated info. from pg. 3-7. 3-14 Retitled and revised para. 3.17; added para. 3.18; moved info. to pg. 3-15. 3-15 Continued para. 3.18, re- located info. from pg. 3-14; moved info. to pg. 3-16. 3-16 Relocated info. from pg. 3-15; moved info. to pg. 3-17. 3-17 New pg., relocated info. from pg. 3-16. 6-i Revised Table of Contents. 6-21 Revised items 99 and IOI; moved item IOI to pg. 6-22. 6-22 Relocated item IOI from pg. 6-21; revised item 103; moved title (g) to pg. 6-23. 6-23 Relocated title (g) from pg. 6-22. j; I REPORT:VB-910 I PILOT'SOPERATINGHANDBOOKLOG OF REVISIONS(cont) Revision Number and Revised Code Pages Rev. 6(cont) 6-24 6-2S 6-30 6-38 6-38a 6-38b 6-39 6-41 6-44b 6-45 6-48 6-49 6-50 7-13 7-14 7-16 7-22 9-24 Rev. 7 ii 761 689 1-4 (PR8l0624) 6-15 6-25 6-33 FAA Approval Description of Revision Signature and Date Revised item 129. Relocated title (j). Added item 206. Moved item 281 to pg. 6-38a. Added item 280; relocated item 281 from pg. 6-38; re- located item 283 from pg. 6-39. New page. Moved item 283 to pg. 6-38a; revised item 293; added item 288. Revised item 307. Added item 342; moved item 349 to pg. 6-45. Relocated item 349 from pg. 6-44b. Revised items 429, 431 and 433: moved items 433 and 435 to pg. 6-49. Relocated items 433 and 435 from pg. 6-48; moved info. to pg. 6-50. New pg.; relocated info. from pg. 6-49. Revised Figure 7-11. Revised para. 7.17; added note; moved info. to pg. 7-16. l.J~~ Relocated info. from pg. 7-14. Revised para. 7.27. Ward Evans· Revised 4 (c). Feb. 2, 1981 Revised Warning. Revised para. 1.13. Revised item 17. Revised item 143. Revised item 243. REPORT:VB-910 vi-g PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages l>atc Rev. 7 (cont) 6-34 Revised item 251. 6-37 Renumbered item; moved item to pg. 6-37b. 6-37a New page. 6-37b New page; added items 274 and 275: relocated re- numbered item from pg. 6-37. 6-JHa Added item 282. 6-38b Relocated items 285 thru 289 from pg. 6-39. 6-39 Moved items 285 thru 289 to pg. 6-38b; relocated items 295 thru 299 from pg. 6-40. 6-40 Moved items 295 thru 299 to pg. 6-39; added item 303. l.JO,\J £ 6-50 Removed info. 7-12 Revised para. 7.15. Ward Evans 8-15 Corrected date. June 24. 1981 Rev. 8 4-i Revised Table of Contents. PRSl 1120) 4-5 Revised procedure. 4-8 Revised procedure. 4-10 Revised procedure. 4-14 Added note to para. 4.9. 4-18 Added note to para. 4.21; moved para. 4.23 to pg. 4-19. 4-19 Relocated para. 4.23 from pg. 4-18; moved info. to pg. 4-20. 4-20 Relocated info. from 4-19; moved info. to pg. 4-21. 4-21 Relocated info. from pg. 4-20; moved info. and para. 4.28 to pg. 4-22. I REPORT: VB-910 f •,, .,: ... PILOT'S OPERATINGHANDBOOKLOG OF REVISIONS(cont) Revision Number and Revised Code Pages Rev. 8 (cont) 4-22 4-23 4-24 4-2S 6-13 6-38b 6-44b 6-S0 7-22 Rev. 9 iii 761 689 1-i (PR820723) 1-3 1-4 2-1 2-3 3-i 3-ii 3-1 4-i Description FAA Approval Signature and Date Relocated info. and para. 4.28 from pg. 4-21; added note to para. 4.29; moved info. to pg. 4-23. Relocated info. from pg. 4.22; moved info. and para. 4.33 to pg. 4-24. Relocated info. and para. 4.33 from pg. 4-23; moved para. 4.37 and 4.39 to pg. 4.25. New page; relocated para. 4.37 and 4.39 from pg. 4-24. Revised para. 6.11. Revised items 288 and 289. Renumbered item; added w°"'~ E:- new item 343. Added item 44S. Ward Evans Revised para. 7.27. Nov. 20, 1981 Revised handbook info. Removed para. 1.21 - coversion factor reference. Revised para. I. 7. Added info. to para. 1.11. Revised para. 2.1. Added info. to para. 2.11. Expanded emerg. procedure index; moved info. to new pg. 3-ii. New pg.; relocated info. from pg. 3-i. Revised para. 3.1. Expanded normal procedure index; moved info. to new pg. 4-ii. REPORT:VB-910 vi-I PILOT'SOPERATINGHANDBOOKLOGOF REVISIONS(cont) Revision Number and Revised Code Page Rev. 9(cont) 4-ii 4-1 4-11 6-i 6-6 6-7 6-9 (1-IO 6-l2a 7-2 7-22 7-24 9-i 9-13 9-29 thru 9-48 9-49 thru 9-74 Rev. 10 1-4 761 689 1-12 (PRK2l 122) thru 1-21 2-3 5-3 thru 5-7 6-9 6-10 7-i 7-14 REPORT:VB-910 vi-I FAA Approval Description of Revision Signature and Date New pg.; relocated info. from pg. 4-i. Revised para. 4.1. Revised para. 4.7. Revised index pg. Revised fig. 6-5 info. Revised fig. 6-7. Added info. to fig. 6-9. Added info. to fig. 6-11. Revised para. 6.9. Revised para. 7 .S. Revised para. 7.27. Revised para. 7 .33. Updatcd supp~ement index pg. Revised Supplement 3 (pitch trim). Added new Supplement K. Added new Supplement 9. <J~.l~Ward Evans July 23. 1982 Revised para. I.I I. Deleted para. 1.21 and pages. Revised para. 2.11. Revised para. 5.5. Revised fig. 6-9. Revised fig. 6-11. Revised Table of Contents. Added Caution: moved para. 7.19 to pg. 7-16. ~ ~ PILOT'SOP~ATING HANDBOOK LOG,OF REVISIONS (cont) Revision Number and Revised Code Page Rev. 10 7-16 (cont) 7-18 7-22 8-2 8-3 8-4 8-5 8-6 Rev. 11 1-9 761 689 1-12 (PR830805) 2-8 5-3 6-9 8-2 8-3 9-35 9-57 Rev. 12 vii 761 689 1-3 (PR8407l3) 2-3 3-1 4-4. 4-5. 4-7. 4-8 4-14 4-16 4-17 4-18 FAA Approval Description of Revision Signature and Date Relocated para. 7.19 from pg. 7-14. moved info. to pg. 7-18. Relocated info. from pg.7-16. Revised para. 7.27. Revised para. 8.3. Revised p~ra. 8.3 and 8.5. relocated info. from pg. 8-4. Moved info. to pg. 8-3. re- located info. from pg. 8-5. tJ..J.~ Moved info. to pg. 8-4, re- located info. from pg. 8-6. Ward Evans Moved info. to pg. 8-5. Nov. 22. 1982 Deleted MEA. Deleted pg. 1-12. para. 1.21. Added GAMA placard. Revised para. 5.5. Revised fig. 6-9. Revised para. H.J. lJc,,J.~ Revised para. 8.5. Revised Supplement No. 8. Ward Evans Revised Supplement No. 9. Aug. 5, 1983 Revised Table of Contents. Revised para. 1.7. Revised para. 2.7 (g). Revised para. 3.1. Revised para. 4.5 info. Revised para. 4.11. Revised para. 4.17. Revised para. 4.19. Revised para. 4.21. REPORT: VB-910 vi-k PILOT'SOPERATINGHANDBOOKLOG OF REVISIONS(cont) Revision FAA Approval Number and Revised Description of Revision Signature and Code Pages Date Rev. 12 6-1 Revised para. 6.1. (cont) 6-2 Revised para. 6.3. 6-5 Revised para. 6.5. 6-15 Revised item 19. 1-S Revised para. 7.9. 7-12 Revised para. 7.17. 7-22 Revised para. 7.27. 7-24 Revised para. 7.33. 8-12 Revised para. 8.21 (b ). L)~ro:i Revised Table of Contents. 10-1 Revised Title; revised para. 10.1 and para. 10.3. Ward Evans 10-2 Revised Title. July 13, 1984 Rev. 13 7-12 Added Info to .{,,(PR860830) para. 7.17 .H.Tromp er 0 c.t Ill (_f/..f ' Date . Rev. 14 9-i Revised Table (PR861014) of Contents. 9-75 Added new thru Supplement 10. 9-80 9-81 Added new ,-Af thru Supplement 11. 9-100 D.H.Tromp er l) fl /(__-?t:, Date Rev. 15 8-1 Revised para.6.1. (PR88070I) Relocated info from page 8-2. 8-2 Moved info to page 8-1. Relocated info from page 8-3. ~~ 8-3 Moved info to page 8-2. 9-7 Revised Section 3, para. (a). \o\\l \\1 i \ Date REPORT:VB-910 I ~ Pll ..OT'S /PERATING IIANDHOOK LOG 0 ... REVISIONS (cont) ' I I Revision Numberand Revised Code Pages Rev. 16 vi-m, • (PR900504) vi-n 5-29 7-27 7-27a 7-27b 8-1 8-2 8-3 8-12 8-13 Rev. 17 9-i (PR931207) 9-lOI Thru 9-10:I 9-105 Thru 9~108 FAAApproved Descriptionof Revisions Signature andDate Addedpagesto Log of Revi- sions. RevisedFigure5-35. AddedNarcoELT910 info. Addedpage. Addedpage.AddedNarco ELT910 info. Revisedpara.8.1. Moved info. lO p. 8-2. Relocatedinfo. fromp. 8-1. Revisedparas.8.1 and 8.3. Movedinfo. top. 8-3. Relocatedinfo. fromp. 8-2. Revisedpara. 8.3. Revisedpara. 8.19.Moved info. top. 8-13. Relocatedinfo. fromp. 8-12. RevisedFuel GradeCompari- 4\&~)k son Chan. D. II. Trompler Ma~II 1220 Date RevisedTableof Contents Addedpgs;AddcdSupplemcnl No. 12 Ac.le.led pgs;Ac.ldcd SupplcmelU No. 13 ~EC 02.1223 Date REPORT: VB-910 vi-m PILOT 1 S OPERATING HANDBOOK LOG OF REVISIONS (cont) Revision FAA Appro\'ctl NumberMd Revised Dcscriplion of Revi-;ions Signature Code Pages and Dale . ' . REPORT: VD-91 O vl.n 'I'.I ~ SECTION 1 SECTION 2 SECTION 3 SECTION 4 SECTION 5 SECTION 6 SECTION 7 ~ SECTION 8 SECTION 9 SECTION 10 TABLE OF CONTENTS GENERAL LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE WEIGHT AND BALANCE DESCRIPTION AND OPERATION OF THE AIRPLANE AND ITS SYSTEMS AIRPLANE HANDLING, SERVICING AND MAINTENANCE SUPPLEMENTS OPERATING TIPS REPORT: VB-910 vii TABLE OF CONTENTS SECTION 1 GENERAL Paragraph No. I.I 1.3 1.5 1.7 1.9 I.II 1.13 I.IS 1.17 1.19 Introduction ..................................... . Engine .......................................... . Propeller ........................................ . Fuel ............................................ . Oil .............................................. · Maximum Weights ............................... . Standard Airplane Weights ........................ . Baggage Space ................................... . Specific Loadings ................................. . Symbols, Abbreviations and Terminology ............ . Page No. 1-1 1-3 1-3 1-3 1-4 1-4 1-4 1-4 1-5 ·~ I REPORT: VB-9I0 1-1 PIPER AIRCRA T CORPORATION PA-28-236, DA¥ TA I.I INTRODUCTION SECTION I GENERAL SECTION l 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 CAR 3. 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 become familiar 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 refcrence 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 beingintentionally left blank. ISSUED: JUNE l, 1978 REPORT:VB-910 1-1 SECTIONI GENERAL PIPER AIRCRAFTCORPORATION PA-28-236,DAKOTA .,____ ,,._cr---1 Wing Arca (sq. ft.) 170.0 Min. Turning Radius (ft.) 30.0 (from pivot point to wingtip) i---------42111------------ REPORT:VB-910 1-1 THREEVIEW Figure 1-1 1ssuJ~:JUNE I, 197J REVISED: JANUARY 15, 1979 PIPER AIRCR,A/FT CORPORATION PA-28-236, DAiOTA 1.3 ENGINE (a) Number of Engines (b) Engine Manufacturer (c) Engine Model Number (d) Rated Horsepower (c) Rated Speed (rpm) (f) Bore (in.) (g) Stroke (in.) (h) Displacement (cu. in.) (i) Compression Ratio (j) Engine Type 1.5 PROPELLER (ii) Number of Propellers (b) Propeller Manufacturer (c) Blade Model (d) Number of Blades (c) Hub Model . (f} Propeller Diameter (in.) (1) Maximum (2) Minimum (g) Propeller Type 1.7 FUEL AVGAS ONLY (a) Fuel Capacity (lJ.S. gal.) (total) (b) Usable Fuel ( lJ .S. gal.) (t<>tal) (c) fuel (I) Minimum Grade (2) Alternate Fuel ISSUED: JUNE I, 1978 REVISED: JUt Y 13, 1984 SECTION I GENERAi~ I l.ycoming O-540-JJA5D 235 2400 5.125 \ 4.375 541.5 8.5:1 Six Cylinder. Direct Drive. Horizontally Opposed. Air Cooled I Hartzell F8468A-4R 2 HC-F2YR-I( )f 8() 78 Constant Speed. Hydraulically Actuated 77 72 100 Green or IO0LL Blue Aviation Grade Refer to latest issue of Lycoming Instruction No. l070. REPORT: VB-910 1-J SECTIONI GENERAL PIPER AIRCRAI-.TCORPORATION PA-28-236,DAKOTA 1.9 OIL (a) Oil Capacity (U.S. qts.) (b) Oil Specification (c) Oil Viscosity I.II MAXIMUM WEIGHTS (a) Ma.ximum Ramp Weight (lbs.) (b) Maximum Takeoff Weight (lbs.) (c) Maximum I.anding Weight (lbs.) (d) Maximum Weights in Baggage Compartment (lbs.) 1.13 STANDARD AIRPLANEWEIGHTS 12 ~ Refer to latest issue of Lycoming Service Instruction IO14. Refer to Section 8 - paragraph 8.19. 3011 ]()()() 3000 200 Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. I.IS BAGGAGE SPACE (a) Compartment Volume (cu. ft.) (b) Entry Width (in.) (c) Entry Height (in.) REPORT:VB-910 24 22 20 nISSUED: JUNE 1, 1978 RF.VISED:NO\'E!\·IBER22, 1982 PIPER AIRCRAFTCORPORATION PA-28-236,D~KOTA 1.17 SPECIFIC LOADINGS (a) Wing Loading (lbs. per sq. ft.) (b) Power Loading (lbs. per hp) ISSUED: JUNE 1, 1978 SECTION 1 GENERAL 17.6 12.8 REPORT:VB-910 1-5 SECTION I GENERAL PIPER AIRCRAFTCORPORATION • PA-28-236,DAKOTA 1.19 SYMBOLS,ABBREVIATIONSAND TERMINOLOGY The following definitions arc of. symbols, abbreviations and termi- nology 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 IAS KIAS M TAS REPORT:VB-910 1-6 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 Airspeedexpressed in "Knots." Ground Speed is the speed of an airplane relative to the ground. Indicated Airspeed is the speed of an air- ~ craft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. Indicated Airspeed expressed in "Knots." Mach Number is the ratio of true airspeed to the speed of sound. True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature and compressibility. Maneuvering Speedis the maximum speed at which application of full available aerodynamic control will not overstress the ~ airplane. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. ,\ ISSUEm JUNE I, 1978 PIPERAIRCR~J"TCORPORATION PA-28-236,DAKOTA SECTIONI GENERAL Vs Vso Vx v,v 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 con- trollable. 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. (b) Meteorological Terminology ISA OAT ISSUED: JUNE I, 1978 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 mb); The tempera- ture gradient from sea level to the altitude at which the temperature is -S6.S°C (-69.7°F) is -0.00198°C (-0.003566°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 in- strument error and compressibility effects. REPORT: VB-910 1-7 SECTIONI GENERAL Indicated Pressure Altitude Pressure Altitude Station Pressure Wind (c) Power Terminology Takeoff Power Maximum Con- tinuous Power Maximum Climb Power Maximum Cruise Power (d) Engine Instruments EGT Gauge REPORT:VB-910 • 0 PIPER AIRCRAFTCORPORATION PA-28-236,DAKOTA The number actually read from an altimeter whenthe barometricsubscale has /9"'\ been set to 29.92 inches of mercury (l013 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 the reported winds. ~ Maximum power permissible for takeoff. Maximum power permissiblecontinuously during flight. Maximum power permissible during climb. Maximum power permissible during cruise. Exhaust Gas Temperature Gauge 1ssui~: JU~E 1, 1,11 PIPER AIRCR.AfTCORPORATION PA-28-236,DAl'(OTA SECTIONI GENERAL (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. Th~ demonstrated crosswind velocity is the velocity of the crosswind component for which aJcl1uatc 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 1hatspeed is altained. to bring the airplane to a stop. A part of a route. Each end of lhat part is I identified by: (I) a geographical locution: or (2) a point at which a definite radio fix can be established. (f) Weight and Balance Terminology Reference l>atum Station Arm Moment ISSUED: JUNE I, 1978 REVISED: AUGUST S, 1983 An imaginary vertical plane from which all horizontal distances arc measured for balance purposes. , A location along the airplane fuselage u~ually given in terms of distance in inches from the reference dalum. The hori1.ontaldistance from the reference datum to the center of gravity (C.G.) of an item. The product of the weight ofan item multi- plied by its arm. (Moment divided by a constant is used to simplify balance calcu- lations by reducing the number of digits.) REPORT:VB-910 1-9 SECTIONI GENERAL Center of Gravity (C.G.) C.G. Arm C.G. Limits Usable Fuel Unusable Fuel Standard Empty Weight Basic Empty Weight Payload Useful Load Maximum Ramp Weight Maximum Takeoff Weight REPORT:VB-910 PIPER AIRCRAFTCORPORATION PA-28-236,DAKOTA 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 if applicable, and basic empty weight. Maximum weight approved for ground maneuver. (It includes weight or start. taxi and run up fuel.) Maximum weight approved for the start of~ the takeoff run. 1ssui~: JUNE I, 1978 PIPER AIRCRAFT CORPORATION P A-28-236, DA KOTA SECTION 1 GENERAL Maximum Landing Weight Maximum Zero Fuel Weight ISSUED: JUNE 1, 1978 Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable fuel. REPORT: VB-910 1-11 SECTION 1 GENERAL 1.21 CONVERSION FACTORS MULTIPLY acres atmospheres (atm) bars (bar) British Thermal Unit (BTU) centimeters (cm) centimeters of mercury at 0°C (cm Hg) centimeters per second (cm/sec.) cubic centimeters (cm 3) REPORT: VB-910 1-12 PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA BY TO OBTAIN ~- 0.4047 ha 43560 sq. ft. 0.0015625 sq. mi. 76 cm Hg 29.92 in. Hg 1.0133 bar 1.033 kg/cm 2 14.70 lb./sq. in. 2116 lb./sq. ft. 0.98692 atm 14.503768 lb./sq. in. 0.2519958 kg-cal 0.3937 in. 0.032808 ft. 0.01316 atm 0.3937 in. Hg 0.1934 lb./sq. in. 27.85 lb./sq. ft. 135.95 kg/m 2 0.032808 ft./sec. 1.9685 ft./ min. 0.02237 mph 0.03381 fl. oz. 0.06102 cu. in. 3.531 X 10 _5 cu. ft. 0.001 1 2.642 X 10 _4 U.S. gal. ~ ISSUED: ~UNE 1, 1978 PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA MULTIPLY BY ~ cubic feet (cu. ft.) 28317 0.028317 1728 0.037037 7.481 28.32 -_,.,-" cubic feet per minute 0.472 (cu. ft./ min.) 0.028317 cubic inches (cu. in.) 16.39 1.639 X 10 - 5 5.787 X 10 - 4 0.5541 0.01639 4.329 X 10 - 3 0.01732 ~ cubic meters (m 3) 61024 1.308 35.3147 264.2 cubic meters per minute 35.3147 (m 3/min.) cubic yards (cu. yd.) 27 0.7646 202 degrees (arc) 0.01745 degrees per second 0.01745 (deg./ sec.) drams, fluid (dr. fl.) 0.125 ~ drams, avdp. (dr. avdp.) 0.0625 ISSUED: JUNE 1, 1978 SECTION 1 GENERAL TO OBTAIN cm l ml cu. in. cu. yd. U.S. gal. 1 I /sec. m 3/min. cm l ml cu. ft. fl. oz. 1 U.S. gal. U.S. qt. cu. in. cu. yd. cu. ft. U.S. gal. cu. ft./ min. cu. ft. ml U.S. gal. radians radians/ sec. fl. oz. oz. avdp. REPORT: VB-910 1-13 SECTION 1 GENERAL MULTIPLY feet (ft.) feet per minute (ft./min.) feet per second (ft./sec.) foot-pounds (ft.-lb.) foot-pounds per minute (ft.-lb./ min.) foot-pounds per second (ft.-lb./sec.) gallons, Imperial (Imperial gal.) gallons, U.S. dry (U.S.gal. dry) REPORT: VB-910 1-14 PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA BY TO OBTAIN 30.48 cm 0.3048 m 12 in. 0.33333 yd. 0.0606061 rod 1.894X 10 -4 mi. 1.645X 10 -4 NM 0.01136 mph 0.01829 km/hr. 0.508 cm/sec. 0.00508 m/sec. 0.6818 mph 1.097 km/hr. 30.48 cm/sec. 0.5921 kts. 0.138255 m-kg ~ 3.24 X 10 -4 kg-cal 3.030 X 10 _s hp 1.818 X 10 _s hp 277.4 cu. in. 1.201 U.S. gal. 4.546 I 268.8 cu. in. ).556 X 10 - 1 cu. ft. 1.164 U.S. gal. 4.405 I ~ ISSUED: JUNE 1, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 P A-28-236, DA KOTA GENERAL MULTIPLY BY TO OBTAIN ~ gallons, U.S. liquid 231 cu. in. (U.S. gal.) 0.1337 cu. ft. 4.951 X 10 -3 cu. yd. 3785.4 cm 3 3.785 X 10 -3 ml 3.785 1 0.83268 Imperial gal. _..,- 128 fl. oz. gallons per acre 9.353 I/ha (gal./ acre) grams (g) 0.001 kg 0.3527 oz. avdp. 2.205 X 10 .3 lb. grams per centimeter 0.1 kg/m (g/cm) 6.721 X 10 -2 lb./ ft. ~ 5.601 X 10 -3 lb./in. grams per cubic 1000 kg/m 3 centimeter (g/ cm 3) 0.03613 lb./cu. in. 62.43 lb./cu. ft. hectares (ha) 2.471 acres 107639 sq. ft. 10000 m2 horsepower (hp) 33000 ft.-lb. / min. 550 ft.-lb. / sec. 76.04 m-kg/sec. 1.014 metric hp horsepower, metric 75 m-kg/sec. 0.9863 hp ~ inches (in.) 25.40 mm 2.540 cm 0.0254 m 0.08333 ft. 0.027777 yd. ISSUED: JUNE 1, 1978 REPORT: VB-910 1-15 SECTION 1 GENERAL MULTIPLY inches of mercury at 0° C (in. Hg) inch-pounds (in.-lb.) kilograms (kg) kilogram-calories (kg-cal) kilograms per cubic meter (kg/cm 3) kilograms per hectare (kg/ha) kilograms per square centimeter (kg/ cm 2) kilograms per square meter (kg/ m 2) kilometers (km) REPORT: VB-910 1-16 PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA BY TO OBTAIN 0.033421 atm 0.4912 lb./sq. in. 70.73 lb./sq. ft. 345.3 kg/m 2 2.540 cm Hg 25.40 mm Hg 0.011521 m-kg 2.204622 lb. 35.27 oz. avdp. IOOO g 3.9683 BTU 3087 ft.-lb. 426.9 m-kg 0.06243 lb./cu. ft. 0.001 g/cm 3 ~ 0.892 lb./acre 0.9678 atm 28.96 in. Hg 14.22 lb./sq. in. 2048 lb./sq. ft. 2.896 X 10 - 3 in. Hg. 1.422 X 10 _3 lb./sq. in. 0.2048 lb./sq. ft. J X 10 - 5 cm 3280.8 ft. 0.6214 mi. 0.53996 NM ~ ISSUED: JUNE 1, 1978 - ~ PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA MULTIPLY BY ~ kilometers per ,hour 0.9113 / (km/hr.) 58.68 0.53996 0.6214 0.27778 16.67 knots (kt) I 1.689 1.1516 1.852 51.48 liters (I) 1000 61.02 0.03531 33.814 0.264172 ~ 0.2200 1.05669 Iiters per hectare 13.69 (1/ha) 0.107 liters per second 2.12 (I/sec.) meters (m) 39.37 3.280840 1.0936 0.198838 6.214 X 10 - 4 5.3996 X 10 - 4 meter-kilogram 7.23301 (m-kg) 86.798 ,~ meters per minute 0.06 (m/min.) ISSUED: JUNE 1, 1978 ---·---~ -- .,___~~ ~ SECTION 1 GENERAL TO OBTAIN ft./sec. ft./min. kt mph m/sec. m/min. nautical mph ft./sec. statute mph km/hr. m/sec. cm 3 cu. in. cu. ft. fl. oz. U.S. gal. Imperial gal. qt. fl. oz./ acre gal./ acre cu. ft./ min. in. ft. yd. rod mi. NM ft.-lb. in.-lb. km/hr. REPORT: VB-910 1-17 SECTION-1 GENERAL MULTIPLY meters per second (m/sec.) microns miles, statute (mi.) miles per hour (mph) miles per hour square (m/hr.sq.) millibars millimeters (mm) millimeters of mercury at 0°C (mm Hg) nautical miles (NM) ounces, avdp. (oz. avdp.) REPORT: VB-910 1-18 PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA BY TO OBTAIN 3.280840 ft./sec. 196.8504 ft./min. 2.237 mph 3.6 km/hr. 3.937 X 10 - 5 in. 5280 ft. 1.6093 km 1609.3 m 0.8684 NM 44.7041 cm/sec. 4.470 X 10 - 1 m/sec. 1.467 ft./sec. 88 ft./min. 1.6093 km/hr. 0.8684 kt 2.151 ft./ sec. sq. 2.953 X 10 - 2 in. Hg 0.03937 in. 0.03937 in. Hg 6080 ft. 1.1516 statute mi. 1852 m 1.852 km 28.35 g 16 dr. avdp. ~,' ISSUED: JUNE 1, 1978 PIPER AIRCRAFT CORPORATION SECTION 1 P A-28-236, DA KOTA GENERAL MULTIPLY BY TO OBTAIN ~ ounces, fluid (fl. oz.) 8 dr. fl. 29.57 cm 3 1.805 cu. in. 0.0296 I 0.0078 U.S. gal. ounces, fluid per acre 0.073 I/ha (fl. oz./acre) pounds (lb.) 0.453592 kg 453.6 g 3.108xl0- 2 slug pounds per acre 1.121 kg/ha (lb./ acre) pounds per cubic foot 16.02 kg/m 3 (lb./ cu. ft.) ~ pounds per cubic inch 1728 lb./cu. ft. (lb./cu. in.) 27.68 g/cm 3 pounds per square foot 0.1414 in. Hg (lb./sq. ft.) 4.88243 kg/m 2 4.725 X JO-4 atm pounds per square inch 5.1715 cm Hg (psi or lb./sq. in.) 2.036 in. Hg 0.06804 atm 0.0689476 bar 703.1 kg/m 2 quart, U.S. (qt.) 0.94635 57.749 cu. in. radians 57.30 deg. (arc) .;~ 0.1592 rev. radians per second 57.30 deg./sec. (radians/ sec.) 0.1592 rev./sec. 9.549 rpm ISSUED: JUNE 1, 1978 REPORT: VB-910 1-19 SECTION 1 PIPER AIRCRAFT CORPORATION GENERAL PA-28-236, DAKOTA MULTIPLY BY TO OBTAIN revolutions (rev.) 6.283 radians revolutions per minute 0.1047 radians/ sec. (rpm or rev./min.) revolutions per second 6.283 radians/ sec. (rev./ sec.) rod 16.5 ft. 5.5 yd. 5.029 m slug 32.174 lb. square centimeters 0.1550 sq. in. (cm 2) 0.001076 sq. ft. square feet (sq. ft.) 929 cm 2 0.092903 m2 144 sq. in. 0.1111 sq. yd. 2.296 X 10 _5 acres square inches (sq. in.) 6.4516 cm 2 6.944 X 10 _3 sq. ft. square kilometers 0.3861 sq. mi. (km 2) square meters (m 2) 10.76391 sq. ft. 1.196 sq. yd. 0.0001 ha square miles (sq. mi.) 2.590 km 2 640 acres square rods (sq. rods) 30.25 sq. yd. square yards (sq. yd.) 0.8361 m2 9 sq. ft. 0.0330579 sq. rods REPORT: VB-910 ISSUED: JUNE 1, 1978 1-20 PIPER AIRCRAFT CORPORATION P A-28-236, DAKOTA MULTIPLY ~ yards (yd.) ISSUED: JUNE 1, 1978 BY 0.9144 3 36 0. 181818 SECTION 1 GENERAL TO OBTAIN m ft. in. rod REPORT: VB-910 1-21 TABLEOF CONTENTS SECTION2 LIMITATIONS Paragraph No. 2.1 2.3 2.5 2.7 2.9 2.11 2.13 2.15 2.17 2.19 2.21 2.23 2.25 General ......................................... . Airspeed Limitations .............................. . Airspeed Indicator Markings ....................... . Power Plant Limitations ........................... . Power Plant Instrument Markings .................. . Weight Limits .................................... . Center of Gravity Limits ........................... . Maneuver Limits ................................. . Aight Maneuvering Load Factors .................. . Types of Operation ............................... . Fuel Limitations .................................. . Noise l..evel ...................................... . Placards ......................................... . Page No. 2-1 2-1 2-2 2-2 2-3 2-3 2-4 2-4 2-4 2-4 2-5 2-5 2-5 REPORT:VB-910 2-i PIPER AIRC~AJ'TCORPORATION PA-28-236,DAKOTA SECTION2 LIMITATIONS 2.1 GENERAL SECTION2 LIMITATIONS This section provicles 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 category airplane in com- pliance 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 Design Maneuvering Speed (VA) - Do not make full or abrupt control movements above this speed. 3000 lbs. 1761 lbs. CAUTION KIAS 124 96 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. KCAS 122 94 ISSUED: JUNE I, 1978 REVISED:JULY 23, 1982 REPORT:VB-910 2-1 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA 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. Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. 2.S AIRSPEED INDICATORMARKINGS MARKING Red Radial Line (Never Exceed) Yellow Arc (Caution Range - Smooth Air Only) Green Arc (Normal Operating Range) White Arc (Flap Down) 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model No. (d) Engine Operating Limits (I) Maximum Horsepower (2) Maximum Rotation Speed (RPM) (3) Maximum Oil Temperature (e) Oil Pressure Minimum (red line) Maximum (red line) REPORT:VB-910 KIAS KCAS 173 137 102 IAS , I I .• 171 135 IOO 173 KTS ~ 137 KTS to 173 KTS 65 KTS to 137 KTS 56 KTS to I02 KTS I Lycoming O-540-JJASD 235 2400~ 245°F 25 PSI 100 PSI ISSUED: JUNE I, 1978 PIPER AIRCRAl;T {'ORl 11ORATION PA-28-236, DA~PT A (f) Fuel Pressure Minimum (red line) Maximum (red line) (g) Fuel (AVGAS ONLY) (minimum grade) (h) Number of Propellers (i) Propeller Manufacturer (i) Propeller Hub and Blade Model ( k) Propeller Diameter Maximum Minimum (I) Hlu~!t:Angle Limits htt 30 inch stution) I.ow l-'ilch Stop High Pitch Stop 2.9 POWER Pl.ANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) Red I.inc ( Maximum Continuous Power) (b) Oil Temperature Green Arc (Normal Operating Range) Red I.inc ( Maximum) (c) Oil Pressure Green Arc (Normal Operating Range) \\:How Arc (Caution Range) (Idle) Yellow Arc (Ground Warm-tip) Red I.inc ( Minimum) Red I.inc ( Maximum) (d) Fuel Pressure Circcn Arc (Normal Operating Range) Red I.inc ( Minimum) Red I.inc ( Milximum) ~ 2.11 WEIGHT I.IMITS (a) M&1ximumRamp Weight (h) Maximum Weight (c) M,1ximum Baggage ISSllEO: JUNE 1, 1978 IU:VISl-:U: .1111.Y1.1. 1984 St:Cl'ION 2 I.IMITATIONS 0.5 PSI 8 PSI 100 or 1001.1.1 Aviation Grade I Hartzell HC-F2YR-I ( )F/ F8468A-4R MOIN. 7M IN. 16.25° ± 0.25° 32° ± 2.0° 500 to 2400 RPM 2400 RPM 75° to 245° F 245°f 60 PSI to 90 PSI 25 PSI to 60 PSI 90 PSI to l00 PSI 25 PSI IOOPSI 0.5 PSI to 8 PSI 0.5 PSI 8 PSI 3011 lbs. 3000 lbs. 200 lbs. REPORT: VB-910 2-3 s•:cTION 2 I.IMl'l'ATIONS PIPER AIRCRAFT ('.ORPOllATION PA-28-236, DAKOTA 2.13 CENTER OF GRAVITY LIMITS Weight Pounds 3000 2500 1900 For~ard Limit Inches Aft of Datum 88.5 82.5 79.8 NOTES Rearward I .imit Inches Aft of Datum 92.0 92.0 92.0 Straight line variation between points given. The datum used is 78.4 inches ahead of the wing lcadin!! l'dgc. It is the responsihility of the airplane owner and the pilot to insure that the airplane is properly loaded. Sec Section 6 (Weight and Balance) for proper loading instructions. 2.1S MANEUVER I..IMITS No acrobatic maneuvers including spins approved. 2.17 FI..IGHT MANEUVERING LOAD FACTORS (a) Positive Load Factor ( Maximum) (h) Negative Load factor (Maximum) 2.19 TYPES OF OPERATION .l8 G No inverted maneuvers approved. The airplane is approved for the following operations when equipped in accordance with fAR 91 or FAR 135. ~ (a) Day V.1-'.R. (h) Night V.F.R. (c) Day I. F. R. (d) Night 1.F.R. (c) Non king I •.. REPORT: VR-9IO ISSUED: JllNF. I, 1978 PIPER AIRCRAFTCORPORATION PA-2&.236,DA~fTA 2.21 FUEL LIMITATIONS (a) Total Capacity (b) Unusable Fuel The unusable fuel for this airplane has been determined as 2.5 gallons in each wing in critical flight attitudes. (c) Usable Fuel The usable fuel in this airplane has been determined as 36 gallons in each wing. (d) Fuel remaining when a quantity indi- cator reads zero cannot be used safely in flight. 2.23 NOISE LEVEL The noise level of this aircraft is 72.9 d B(A). SECTION 2 LIMITATIONS 77 U.S. GAL. 5 U.S. GAL. 72 U.S. GAL. No determination has been made by the Federal Aviation ~ Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. The above statement notwithstanding, the noise level stated above has been verified by and approvedby the Federal Aviation Administration in noise level test flights conducted in accordance with FAR 36, Noise Stan- dards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FAR 36 noise standards applicable to this type. 2.25 PLACARDS In full view of the pilot: THIS AIRPLANE MUST BE OPERATED AS A NOR- MAL CATEGORY AIRPLANE IN COMPLIANCE WITH THE OPERATING LIMITATIONS STATED IN THE FORM OF PLACARDS, MARKINGS AND MANUALS. THIS AIRCRAFT APPROVED FOR NIGHT 1.F.R. NON-ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135. ISSUED: JUNE 1, 1978 REPORT:VB-910 2-5 SECTIONl LIMITATIONS • PIPER AIRCRAFTCORPORATION PA-28-236,DAKOTA In full view of the pilot: TAKEOFF CHECK LIST Fuel on Proper Tank Electric Fuel Pump - On Engine Gages Checked Carburetor Heat Off Seat Hacks Erect Primer Locked Mixture Set Propeller Set Fasten Belts/ Harness Flaps Set Trim Tab Set Controls Free Door Latched Air Conditioner Off LANDING CHECK LIST Seat Backs Erect Fasten Belts/ Harness Fuel on Proper Tank Electric fuel Pump On Mixture Rich Propeller Set Flaps Set - (White Arc) Air Conditioner Off The "Air Conditioner orr• item in the above Takeoff and Landing ~ Check List is mandatory for air conditioned aircraft only. On the aft baggage compartment: MAXIMUMBAGGAGE200 LBS. NO HEAVY OBJECTSON HAT SHELF In full view of the pilot, near the airspeed indicator: MANEUVERING SPEED 124 KIAS AT 3000 LBS (SEE A.f.M.) OR VA= 124 KIAS AT 3,000# (SEE P.O.H.) In full view of the pilot: FUEL REMAINING WHEN THE QUANTITY INDICATORS READ ZERO CANNOT BE USED SAFELY IN FLIGHT REPORT:VB-910 ISSU~ti: JUNE I, 1978 RFVISF.O~ Al,C.IIST 27, 1979 .., PIPER AIRCRAFT CORPORAUUN PA-28-236, DAl(.01TA SECTION 2 LIMITATIONS Adjacent to upper door latch: ENGAGE LATCH BEFORE FLIGHT On the instrument panel in full view of the pilot: DEMONSTRATED CROSSWIND COMPONENT 17 KTS OR DEMO. X-WIND 17 KTS In full view of the pilot: NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED WARNING TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. I I On the instrument panel in full view of the pilot when the AutoFlite is installed: OPERATION TURN AUTOFLITE ON. ADJUST TRIM KNOB FOR MINIMUM HEADING CHANGE: FOR HEADING CHANGE, PRESS DISENGAGE SWITCH ON CONTROL WHEEL, CHANGE HEADING, RELEASE SWITCH. ROTATE TURN KNOB FOR TURN COM- MANDS. PUSH TURN KNOB IN TO ENGAGE TRACKER. PUSH TRIM KNOB IN FOR HI SENSI- TIVITY. LIMITATIONS AUTOFLITE OFF FOR TAKEOFF AND LANDING. ISSUED: JUNE 1, 1978 REVISED: AUGUST 27, 1979 REPORT: VB-910 2-7 SECl'ION 2 LIMITATIONS PIPER AIRC.RAI.-T CORPORATION PA-28-236, DAKOTA In full view of the pilot. in the area of the air conditioner controls when~ the air conditioner is installed: WARNING-AIR CONDITIONER MUST BE OFF TO INSURE NORMAL TAKEOFF CLIMB PERFOR- MANCE. Adjacent lo fuel filler cap: FUEL - 100OR 1001.LAVIATION GRADE OR FUEL - 100/ 130 AVIATION GRADE - MIN. USABLE CAPACITY 36 GAL USABLE CAPACITY TO BOTl"OM OF FILLER NECK INDICATOR 25 GAL Adjacent to fuel filler cap (serial numbers 28-8311009 and up): AVGAS ONLY ,,GRADE 100LL GRADE 100 ! ' ISSI 'ED: JUNE I, 1978 \lkt.JUM FAilPrecise Flight, Inc. 63120 Powell Butte Road Bend, OR 97701 PRECISE FLIGHT, INC. FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT TO rl-~--,d \lz_2l~ \ AIRCRAFT MODEL _rnl.L..''-t.:.D=:::::__...:~=-::,oec-=...fl.:::....__·-;:;-o__:::.... 1 ~..:...·=-..:.--- STC # ;s421k,7 Ji#{. P/N FAA A!ROVED PILOrs OPERATING HANDBOOK .,JI.( 5/N ---L.M;l\~/;; __ l 1 The information in this document is FAA approved material: which, together with the FAA approved section of this basic Pilot's Operating Handbook, is applicable and must be carried in the basic handbook when the airplane is modified by the installation of a PRECISE FLIGHT STANDBY VACUUM SYSTEM as specified in the Supplemental Type Certificate Number listed above. The information in this document supersedes the basic handbook only where covered in items contained in this supplement. For limitations, procedures, and performance not contained in this supplement, consult the basic handbook. ·J '•- .• ~ FAA APPROVED: ~ ~ - ~,I..,'\..Assistant Manager, Seattle Aircraft r Certification Office Date: May 23, 1989 Page 1 of 4 TO AIRCRAFTMODa~mz;:k, STC# ?112/B~ SYSTEM DESCRIPTION The Precise Standby Vacuum System may be installed to provide a temporary system in case of primary vacuum pump failure. The Standby Vacuum System operates on a differential beween manifold pressure and ambient atmospheric pressure and is directed through a shuttle valve system to drive your flight instruments. I. OPERATING LIMITATIONS. 1. The Standby Vacuum System is for emergency or standby use only and not for dispatch purposes. 2. Vacuum powered and/or Vacuum gyro directed auto pilot operation may be unreliable when the SVS is sole source of vacuum. Vacuum powered or vacuum gyro directed auto pilot should be. OFF when operating with failed primary vacuum system. 3. The SVS is not designed to operate pneumatic de-ice systems. DO NOT operate this type de-ice system when operating with a failed primary vacuum system. 4. Above 10,000feet pressure altitude, engine power settings may have to be significantly reduced to provide adequate vacuum power for proper gyro instrument operation. 5. The following placards are required to be in full view of pilot: Placard to be located on the push/pull • control cable knob: : . Placard to be located around the LED bulb o•: .for the pump inoperative warning light: .. Placard to be placed in front and in full view of the pilot: [STANDBY VACUUM SXSTEM EQUIPPED: FOR OPERATING INSTRUCTIONS AND LIMITATIONS SEE SUPPLEMENT IN OWNER'S MANUAL OR PILOT'S OPERATING HANDBOOK] FAAAPPROVED Date: May 23, 1989 Page 2 of 4 PRECISE FLIGHT, INC. FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT 'TO AIRCRAFT MODEL f1'-2Ei ... -z.36 STC # &tZJGJ ~ I. OPERATING LIMITATIONS (CONT.) One of the following placards must be placed in full view of the pilot near the instrument vacuum indicator after appropriate entries have been made: Approximate Standby Vacuum Available -Altitude - Power Chart for Aircraft with C.S. Prop. - Max. Cont. RPM PRESS ALT. RPM 2000 Max. cont. 4000 Max. cont. 6000 Max. cont. 8000 Max. cont. 10000 Max. cont. Approximate Standby Vacuum Available - Altitude - Power Chart for Aircraft with Fixed Pitch Prop . .,., . FAA APPROVED' Date: May 23, ,1989 ' . ... Page 3 of 4 PRECISE FLIGHT INC. FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT TO AIRCRAFTMODEL i?A-lt!B-2-~ STC # _1:4 ______ Zl---=----~1-=---u._\ t:l_,.__ __ " II. EMERGENCY PROCEDURES 1. In the event of (warning light) primary vacuum system failure, pull the standby vacuum knob out (ON) and reduce throttle setting as required to maintain adequate vacuum power (suction gauge reading in green arc). If necessary descend to a lower altitude to obtain a larger differential between atmos- pheric pressure and engine manifold pressure. Vacuum power must be closely monitored by checking vacuum gauge frequently. 2. CONTINUED IFR FLIGHT IS NOT RECOMMENDED AND IMMEDIATE ACTION SHOULD BE TAKEN TOWARD VFR CONDITION OR LANDING. 3. If descent is impracticable: a. Periodically reduce power as required to "spool up" the gyros. b. Reapply power as required while comparing vacuum driven gyros against the turn and bank, turn coordinator, VSI, and other flight instruments. c. When an obvious discrepancy is noted between the vacuum driven instrument and the other flight instrument REPEAT the above "spool up" procedure as needed. Ill. NORMAL PROCEDURES 1. Before starting engine push standby vacuum knob ON/OFF. 2. During run-up, idle engine at low speed, momentarily pull standby vacuum knob out (ON) and check vacuum gauge. Normally, the vacuum reading will be slightly higher. After checking system push vacuum system control knob in (OFF). 3. Regularly check vacuum gauge for proper vacuum system operation. IV. :,::~~:::::"'tiANo Change. V' r"I FAA APPROVED Date: May 23, 1989 FAl'Ul(£ TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph No. Page No. 3.1 3.3 3.5 3.7 3.9 3.11 3.13 General ......................................... . Emergency Procedures Checklist .................... . Speeds ........................................ . Engine Inoperative Procedures ................... . Fire ................ •• .. •••••••••··············· Loss of Oil Pressure ............................ . Loss of Fuel Pressure ................... •........ . High Oil Temperature ........................... . Electrical Failures .............................. . Electrical Overload ............................. . Spin Recovery ................................. . Open Door .................................... . Carburetor Icing ................................ . Engine Roughness .............................. . Propeller Overspeed ............................. . Amplified Emergency Procedures (General) .......... . Engine Inoperative Procedures ..................... . Engine Power Loss During Takeoff (Not Airborne) .. Engine Power Loss During Takeoff (If Airborne) ... . Engine Power Loss In Flight ..................... . Power Off Landing ............................. . Fire ............................................. . Engine Fire During Start ........................ . Fire In Flight .................................. . Loss of Oil Pressure .............................. . Loss of Fuel Pressure ............................. . 3-1 3-2 3-2 3-2 3-4 3-5 3-5 3-5 3-5 3-6 3-7 3-7 3-7 3-8 3-8 3-9 lJ9 3-9 3-9 3-10 3-1I 3-11 3-11 3-12 3-13 3-13 REPORT: VB-910 3-i ' TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph No. 3. 15 3.17 3.18 3. 19 3.21 3.22 3.23 3.25 High Oil Temperature ............................. . Electrical Failures ................................ . Electrical Overload ............................... . Spin Recovery ................................... . Open Door ...................................... . Carburetor Icing .................................. . Engine Roughness ................................ . Propeller Overspeed ............................... . IREPORT: VB-910 3-ii Page No. 3-13 3-14 3-14 3-15 3-15 3-16 3-16 3-17 PIPER AIRCRAf"T CORPORATION SECTION J PA-28-236, OAK9if A EMERGENCY PROCEDURES 3.1 GENERAi. SECTION 3 EMERGENCY PROCEDURES The recommended procedures for coping with various types of emergencies and critical situations arc provided by this section. All of required ( FAA regulations) emergency procedures and those necessary for operation of the airplane as determined by the operating and design features of the c1irplanc arc presented. Emcrg,:ncy procedures associated with those optional systems and equipment which require handbook supplements arc provided by Section 9 (Supplements). ~ The first portion of this section consists of an abbreviated emergency check list which supplies an action sequence for critical situations with little emphasis on the opcralion of syslems. The remainder of the seclion is devoted to amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures arc suggested as a course of action for coping with the particular condition described. but arc not a substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures. such as power off landings. arc a normal part of pilot training. Although these emergencies arc discussed here, this information is not intended to replace such training. but only to provide a source of reference and review, and to provide information on procedures which arc not the same for all aircraft. It is suggested that the pilot review stc111<lardemergency procedures periodically to remain proficient in them. ISSUED: JllNE 1, 1978 REVISED: Jlll.Y 13, 1984 REPORT: VB-9I0 3-1 SECTION3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28-236,DAKOTA 3.3 EMERGENCYPROCEDURESCHECKLIST SPEEDS Stall speeds 3000 lbs. (0° flap) ...................................... 65 KIAS 3000 lbs. (full flap) ..................................... 56 KIAS Maneuvering speeds 3000 lbs .............................................. 124 KIAS 1761 lbs ............................................... 96 K1AS Never exceed speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17J KIAS Power off glide speed 3000 lbs. (0° flap) ........................................ 85 KIAS ENGINEINOPERATIVEPROCEDURES ENGINE POWER LOSS DURING TAKEOFF (NOT AIRBORNE) Sufficient runway remaining: r--...., Throttle ........................................ close immediately Brakes .......................................... apply as required Stop straight ahead. Insufficient runway remaining: Throttle ........................................ close immediately Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply as required Mixture ......................................... 11>1.Ec·trr-O1:1: Fuel selector ............................................... OFF Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Magnetos .................................................. OFF Maintain directional control and maneuver to avoid obstacles. ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE) Sufficient runway remaining: A!rspe~d ...................................... maintain abov~ st~II Directional control ....................................... maantan~ Land straight ahead. It REPORT: VB-9I0 ISSUED: JUNE I, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-236,DA~qtA EMERGENCY PROCEDURES Insufficient runway remaining: Airspeed ...................................... maintain above stall Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close ~ Mixture ......................................... IDLE CUT-OFF Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . ... . . . . ~FF Aaps ......................................... as s1tuat1onrequires Directional control ............................ maintain - make only shallow turns to avoid obstacles. If sufficient altitude has been gained to attempt a restart: Airspeed .................................... maintain safe airspeed Fuel selector .................................. switch to other tank containing fuel Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RICH Carburetor heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON If power is not regained proceed with power off landing. ENGINE POWER LOSS IN FLIGHT Fuel selector .................................. switch to other tank containing fuel Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture .................................................. RICH Carburetor heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Engine gauges ................................. check for indication of cause of power loss Primer .................................................... locked If no fuel pressure is indicated, check that fuel selector is on a tank containing fuel. If power has not been restored: Ignition switch ........................ L then R, then back to BOTH Throttle and mixture ........................... try different settings When power is restored: Carburetor heat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ~ Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If power cannot be restored: Trim for best glide angle (8S KIAS) and prepare for power off landing. ISSUED: JUNE 1, 1978 REPORT: VB-910 3-3 SECTION J PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28-236, DAKOTA POWER OFF LANDING Trim for best glide angle (85 KIAS). Locate most suitable landing area. Establish spiral pattern. 1000 feet above field at downwind position for normal landing approach. When field can be easily reached, slow to 72 KIAS for shortest landing with a full stall touchdown. Touchdowns should normally be made at lowest possible airspeed with full flaps. When committed to landing: Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Master switch .............................................. OFF Fuel selector ............................................... OFF Mixture ......................................... IDLE CUT-OFF Seat belts and harness ........................................ tight FIRE ENGINE FIRE DURING START Starter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . crank engine Mixture ......................................... IDLE CUT-OFF Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open Electric fuel pump .......................................... OFF Fuel selector ............................................... OFF Abandon airplane if fire continues. FIRE IN FLIGHT Source of fire ............................................... check Engine fire: Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 FF Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . closed Mixture ......................................... IDLE CUT-OFF ~ Electric fuel pump .......................................... OFF Cabin heat ................................................. OFF Defroster .................................................. ·oFF Prepare for power off landing. I ,I ·• REPORT: VB-910 ISSUED: JUNE I, 1978 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-236,DAKqTA EMERGENCY PROCEDURES Electrical fire (smoke in cabin): Master switch .............................................. Off' Cabin heat ................................................. O1-·f Defroster .................................................. OFF Vents .......................................... open to clear cabin Land as soon as practicable. LOSS OF OIL PRESSURE Land as soon as possible and investigate cause. Prepare for power off landing. LOSS OF FUEL PRESSURE Electric fuel pump ........................................... ON Fuel selector .................................... check on full tank HIGH OIL TEMPERATURE Land at nearest airport and investigate the problem. Prepare for power off landing. ELECTRICAi. FAILURES ALT annunciator light illuminated Ammeter .......................................... check to verify inop. alt. If ammeter shows zero Al:r switch ................................................ 01.-1.- Rcducc electrical loads to minimum ALT circuit breaker ................................ check and reset as required At·r switch ................................................. ON ISSUED: JUNE 1, 1978 REVISED: FEBRUARY 2, 1981 REPORT: VB-9I0 3-S SECTION3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28-236,DAKOTA If power not restored Al:I' switch ................................................ <>J:J~ If alternator output cannot be restored, reduce electrical loads and land as~- soon as practical. The battery is the only remaining source of electrical power. ELECTRICALOVERLOAD (alternator over 20 amps above known electricalload) FOR AIRPLANES WITH INTERLOCKED BAT AND ALT SWITCH :OPERATION Electrical load ............................................. reduce If alternator loads arc not reduced Al:r switch ................................................ <>1:1: Land as soon as practical. Battery is the only remaining source of powe~ Anticipate complete electrical failure. FOR AIRPLANES WITH SEPARATE BAT AND ALT SWITCH OPERATION ALT switch ................................................. ON eA·r switch ................................................ OFF If alternator loads are reduced Electrical load ................................. reduce to minimum Land as soon as practical. NOTE Due to inc"rcascd system voltage and radio frequency noise, operation with ALT switch ON and BAT switch OFF should be made only when required by an electrical system failure. ,' REPORT: VB-910 ISSUE"O: JUNE I, 1978 nr.uu:.!r.n . .:'E'OO I I 4 DV '1 1001 PIPER AIRCRAFTCORPORATION SECTION3 PA-28-236,DAHQTA EMERGENCYPROCEDURES If alternator loads are not reduced AI.T switch ................................................ OFF BA·r switch ........................................... as required Land as soon as possible. Anticipate complete electrical failure. SPIN RECOVERY Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . full opposite to direction of rotation Control wheel ................................... full forward while neutralizing ailerons Throttle ................................................... close Rudder ............................... neutral (when rotation stops) Control wheel .............................. as required to smoothly regain level flight attitude OPEN DOOR ~ If both upper and side latches are open, the door will trail slightly open and airspeeds will be reduced slightly. To close the door in flight: Slow airplane to 83 K IAS. Cabin vents ................................................ close Storm window. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open If upper latch is open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . latch If side latch is open .......................... pull on arm rest while moving latch handle to latched position. If both latches are open ............................. latch side latch then top latch CARBURETOR ICING Carbureto l!,·,,t .............................................. ON Mixture ............................... adjust for max. smoothness ISSUED: JUNE I, 1978 REVISED: FEBRUARY 2, 1981 REPORT: VB-910 3-7 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28-236, DAKOTA ENGINE ROUGHNESS Carburetor heat .............................................. ON If roughness continues after one min: (,arburetor heat ............................................. <>FF Mixture ............................... adjust for max. smoothness Electric fuel pump ........................................... ON Fuel selector ......................................... switch tanks Engine gauges .............................................. check Magneto switch ................................ I. then R. then Both If operation is satisfactory on either one. continue on that magneto at reduced power and full .. Rl('II" mixture to lirst nirport. Prepare for power off landing. PROPELLER OVERSPEED ·rhrottlc .................................................. retard Oil pressure ................................................ check Prop control ................................ full DECREASE rpm. then set if any control available Airspeed .................................................. reduce Throttle ..................................... as required to remain below 2400 rpm , I I • REPORT: VB-910 ISSUED: JUNE I, 1978 '1 0 n .... ,.,,.,......., .............. •...., ., .,. •--• PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-236, D~KOTA EMERGENCY PROCEDURES ~ 3.5 AMPLIFIED EMERGENCY PROCEDURES (GEN~RAL) The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action and probable cause of an emergency situation. 3.7 ENGINE INOPERATIVE PROCEDURES ENGINE POWER.LOSS DURING TAKEOFF (NOT AIRBORNE) If engine failure occurs before the airplane has lifted off, and if there is sufficient runway left for a safe stop, simply maintain directional control, close the throttle, and brake to a stop. If there is not sufficient runway remaining for a safe stop, close the throttle, apply maximum braking,pull the mixture control to IDLE CUT- OFF, and turn OFF the fuel selector, the master switch and the magnetos. Maintain directional control, slow the airplane as much as possible, and maneuver to avoid obstacles. ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE) If engine failure occurs after the airplane has lifted off, and if sufficient landing area remains for a touchdown and stop, lower the nose and maintain airspeed to avoid a stall. Maintain directional control and land and stop straight ahead. If liftoff has occurred and there is not sufficient landing area remaining for a safe landing and stop, maintain a safe airspeed to avoid a stall. Close the throttle, pull the mixture control to IDLE CUT-OFF, and turn OFF the fuel selector, the master switch, and the magnetos. Use of flaps depends upon the circumstances; however, normally full flaps allow the slowest and softest touchdown. At low altitudes with a failed engine, turns should not be attempted, except for slight and gentle deviations to avoid obstacles. A controlled crash landing straight ahead is preferable to risking a stall which could result in an uncontrolled roll and crash out of a turn. ISSUED: JUNE 1, 1978 REPORT: VB-910 • 3-9 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-21-236, DAKOTA If sufficient altitude has been gained to permit a restart attempt, 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. Check that the mixture control is set RICH and that carburetor heat is ON. If ~ engine failure was caused by fuel exhaustion, poer will not be regained after switching tanks until the empty fuel lines are filled. This may require up to ten seconds. If the propeller has stopped turning, it willbe necessary to engage the starter to execute a restart. If power is not regained, proceed with a Power Off Landing. ENGINE POWER LOSS IN FLIGHT A complete loss of power is usually caused by a fuelflow interruption, in which case power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step should be to prepare for an emergency Power Off Landing. Maintain an airspeed of at least 85 KIAS. If altitude permits, attempt a restart. Switch the fuel selector to another tank containing fuel. Tum ON the electric fuel pump, set the mixture RICH, and tum ON carburetor heat. Check the engine gauges for an indication of the cause of the power loss. Be sure that the primer is locked if one is installed. If no fuel pressure is indicated, check the fuel selector to be sure that it is on a tank containing fuel. If fuel exhaustion is the problem, it may take up to ten seconds after switching tanks for empty fuel lines to fill and for power to be restored. If there is water contamination of the fuel, fuel pressure indications will be normal. Water in the fuel could take some time to be passed through, and allowing the propeller to windmill may restore power. If the propeller has stopped turning, engage the starter. When power is restored and the engine is operating smoothly, tum OFF the carburetor heat and the electric fuel pump. If the preceding steps do not restore poer, prepare for an emergency Power Off Landing. If time permits, try turning the ignition switch to L, then to R, then back to BOTH. Try moving the throttle and mixture controls to various settings. This may restore poer if the problem is too rich or too lean a mixture or if there is a partial fuel system restriction. ~ If power is not regained, proceed with preparations for a Power Off Landing. REPORT: VB-910 3-10 • ISSUED: JUNE I, 1978 PIPER AIRCRAFT CORPORATION SECTION3 PA-28-236,DAKOTA EMERGENCYPROCEDURES ~ POWER OFF LANDING If loss of power occurs at altitude, trim the airplane for best gliding angle (85 KIAS), and look for a suitable landing area. If the procedures for restoring power are not effective, and if time permits, check charts for airports in the immediate vicinity; it may be possible to reach one if the airplane's altitude is sufficient. If possible, notify the FAA by radio of the situation and intended course of action. If another pilot or a passenger is aboard, that person may assist. After locating the most suitable landing area, establish a spiral pattern around the field. Try to- be at 1000 feet above the field at the downwind position to make a normal landing approach. When assured of reaching the field, slow to 72 KIAS for the shortest landing. Excess altitude may be lost Iby widening the pattern, extending flaps, slipping, or a combination of these methods. Once committed to a landing, shut OFF the ignition, the master switch, and the fuel selector. Pull the mixture to IDLE CUT-OFF. Tighten seat belts and shoulder harness. Flaps may be used as deemed necessary. Normally a full stall touchdown should be made at the lowest possible airspeed with flaps fully extended. 3.9 FIRE ENGINE FIRE DURING START Engine fires during start are usually the result of overpriming. The first step in extil)guishing the fire is to cut off the source off uel and to keep the engine turning to use up excess fuel. Continue cranking the engine with the starter, while pulling the mixture control to IDLE CUT-OFF and advancing the throttle fully open .. Turn OFF the electric fuel pump and the fuel selector. Radio for assistance if possible. If the engine has started, it should be left running. If the engine is not running, continue cranking with the starter. This is an attempt to draw the fire back into the engine. ISSUED: JUNE 1, 1978 REVISED: JANUARY 15, 1979 REPORT: VB-910 3-11 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28-236, DAKOTA If the fire continues, leave the fuel selector OFF and the mixture at IDLE CUT-OFF, and abandon the airplane, applying the best external extinguishing means available. If the fire is on the ground near the airplane, it may be possible to taxi to safety. FIRE IN FLIGHT The presence of fire is indicated by smoke, smell, or heat. It is essential that the source of the fire be promptly identified through instrument readings, character of the smoke or other indications, since the action to be taken differs in each case. If an engine fire is indicated, immediately turn the fuel selector OFF and close the throttle. Pull the mixture.control to IDLE CUT-OFF. Be sure that the electric fuel pump is OFF. Turn OFF the cabin heat and defroster. If radio transmission is not required, turn OFF the master switch. Proceed with a Power Off Landing. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the determining factor for action in ·such an emergency. If smoke or fumes in the cabin indicate an electrical fire, turn OFF the master switch. Tum OFF the cabin heat and defroster, and open the vents to clear smoke and fumes from the cabin. Land as soon as practicable. NOTES When the master switch is turned off, the stall warning system ,will not function. During night flight a flashlight should be in hand before turning off the master switch. REPO~T: VB-910 3-12 ISSUED: JUNE 1, 1978 PIPf.H AIRCRAFT COliPORATION SECTION 3 PA-28-236,DAKqf A EMERGENCY PROCEDURES 3.11 LOSS OF OIL PRESSURE Loss of oil pressure may be either partial or complete. A partial loss of ~ oil pressure usually indicates a malfunction in the oil pressure regulating system, and a landing should be made as soon as possible to allow investigation of the cause and to prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared for a forced landing. If the problem is not a pressure gauge malfunction, the engine may stop suddenly. Maintain altitude until such time as a power off landing can be accomplished. Do not change power settings unnecessarily, as this may hasten complete power loss. Depending on the circumstances, it may be advisable to make an off airport landing while power is still available, particularly if other indications of actual oil pressure loss, such as sudden increases in temperatures, or oil smoke, are apparent, and an airport is not close. If engine stoppage occurs, proceed with Power Off Landing. 3.13 LOSS OF lt"UEL PRESSURE If loss of fuel 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. 3.15 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oil cooling installation, damaged or improper ha ffle seals, a defective gauge, or other causes. Land as soon as possible at an appropriate airport and have t~e 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 loss of pressure. ISSUED: JUNE I, 1978 REPORT: VB-910 3-13 SECTION3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28-236, DAKOTA 3.17 ELECTRICALFAILURES Loss of alternator output is detected through zero reading on th~ ammeter. Before executing the following procedure, insure that the reading is zero and not merely low by actuating an electrically powered device. such as the landing light. If no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as Jl<miblc. Check the alternator circuit breakers for a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accom- plished by moving the ALT switch to OFF for one second and then to ON. If the trouble was caused by a momentary overvoltage condition ( 16.5 volts and up) this procedure should return the ammeter to a normal reading. If the ammeter continues to indicate "0" output. or if the alternator will not remain reset, turn off the AL Tswitch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery. 3.18 ELECTRICALOVERLOAD(Alternatorover 20 ampsaboveknown electricalload) If abnormally high alternator output is observed(more than 20 amps above known electrical load for the operating conditions) it may be caused by a low battery, a battery fault or other abnormal electrical load. If the cause is a low battery. the indication should begin to decrease toward normal within 5 minutes. If the overload condition persists attempt to reduce the load by turning off nonessential equipment. For airplanes with interlocked BAT and ALT switch operation. when the electrical load cannot be reduced turn the ALT switch OFF and land as soon as practical. The battery is the only remaining source of electrical power. Also anticipate complete electrical failure. For airplanes with separate BAT and ALT switch operations, turn the BAT switch OFF and the ammeter should decrease. Turn the BAT switch ON and continue to monitor the ammeter. If the alternator output does n~ decrease within 5 minutes, turn the BAT switch OFF and land as soon as- practical. All electrical loads are being supplied by the alternator. I \ REPORT: VB-910 ISSUED: JUNE I, 1978 '! t A REVISED:FEBRUARY 2, 1981 PIPER AIRCRAFJ CORPORATION SECTION3 PA-28-236,DAKOTA EMERGENCYPROCEDURES -NOTE- Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BAT switch OFF should be made only when required by an electrical failure. 3.19 SPIN RECOVERY Intentional spins are prohibited in this airplane. Should a spin be entered inadvertently, the following procedure should be initiated: (a) Apply and maintain full rudder opposite the direction of rotation. (b) As the rudder hits the stop, push the control wheel fully forward and neutralize ailerons. As the stall is broken, relax forward pressure as necessary to prevent an excessive nose down attitude. (c) Close the throttle. (d) As rotation stops, neutralize the rudder and ease back on the control wheel to recover smoothly from the dive. ~ 3.21 OPEN DOOR The cabin doors on the Dakota are double latched; so the chances of one springing open in flight at both the top and side are remote. However, if improperly latched, a door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and a normal landing can be made with the door open. If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced slightly. To close the door in flight, slow the airplane to 83 Kl AS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the arm rest while moving the latch handle to the latched position. If both latches are open, close the side latch then the top latch. ISSUED:JUNE I, 1978 REVISED:FEBRUARY2, 1981 REPORT:VB-910 3-15 SECTION3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28-236,DAKOTA 3.22 CARBURETORICING ~ 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 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 vapori1.ation. Carburetor heat should be full on when carburetor ice is encountered. Adjust mixture for maximum smoothness. 3.23 ENGINE ROUGHNESS Engine roughness is usually due to carburetor icing which is indicated by a drop in manifold pressure, 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. Turn carburetor heat ON (See Note). Manifold pressure will decrease~ slightly and roughness will increase. Wait for a decrease in engine roughness or an increase in manifold pressure, indicating ice removal. If no change in approximately one minute, return the carburetor heat to OFF. If the engine is still rough, adjust the mixture for maximum smoothness. The engine will run rough if too rich or too lean. The electric 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 R, then back to BOTH. If operation is satisfactory on either magneto. proceed on that magneto at reduced power, with mixture full RICH, to a landing at the first available airport. REPORT:VB-910 ,, ISStfEb: JUNE I, 1978 QJi'Vl~ti'O! Fli'RQIIARV 1. 1•uu PIPER AIRCRAFT CORPORATION SECTION 3 PA-28-236, DAKOTA EMERGENCYPROCEDURES 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. When using carburetor heat, therefore, always use full heat, and when ice is removed return the control to ·the full cold position. 3.2S PROPELLER OVERSPEED Propeller overspeed is caused by a malfunction in the propeller governor or low oil pressure which allows the propeller blades to rotate to full low pitch. If propeller overspeed should occur, retard the throttle and check the oil pressure. The propeller control should be moved to full "DECREASE rpm" and then set if any control is available. Airspeed should be reduced and throttle used to maintain 2400 RPM. ISSUED: FEBRUARY 2, 1981 REPORT: VB-9101· 3-17 TABLEOF CONTENTS SECTION4 NORMAL PROCEDURES Paragraph No. 4.1 4.3 • 4.5 4.7 4.9 4.11 4.13 4.15 4.17 General ......................................... . Airspeeds for Safe Operations ...................... . Normal Procedures Checklist. ...................... . Preflight Check ................................. . Before Starting Engine .......................... . Starting Engine When Cold ...................... . Starting Engine When Hot ....................... . Starting Engine When Flooded ................... . Starting With External Power .................... . War.-:n-Up ..................................... . Taxnng ........................................ . Ground Check ................................. . Before Takeoff ................................. . Takeoff ....................................... . Climb ......................................... . Cruising ...................................... . Descent ....................................... . Approach and Landing ......................... .. Stopping Engine ................................ . Parking ....................................... . Amplified Normal Procedures (General) ............. . Preflight Check ................................... . Before Starting Engine ............................ . Starting Engine ................................... . Wa~~-Up ....................................... . Taxung .......................................... . Page No. 4-1 4-1 4-3 4-3 4-S 4-6 4-6 4-6 4-6 4-7 4-7 4-7 4-8 4-8 4-9 4-9 4-10 4-10 4-10 4-I0a 4-11 4-11 4-14 4-14 4-16 4-16 REPORT:VB-910 4-i TABLE OF CONTENTS(cont) SECTION4 (cont) Paragraph No. 4. 19 4.21 4.23 4.2S 4.27 4.28 4.29 4.31 4.33 4.3S 4.37 4.39 Ground Check ................................... . Before Takeoff ................................... . Takeoff ......................................... . Climb ........................................... . Cruising ......................................... . Descent ......................................... . Approach and Landing ............................ . Stopping Engine .................................. . Parking ......................................... . Stalls •........................................... . Turbulent Air Operation ........................... . Weight and Balance ............................... . REPORT: VB-910 .. u Page No. 4-17 4-18 4-19 4-20 4-20 4-22 4-22 4-23 ~ 4-24 4-24 4-25 4-25 PIPER AIRCRA~T CORPORATION PA-28-236, DAKuT A 1 SECTION 4 NORMAL PROCEDURES 4.1 GENERAL SECTION 4 NORMAL PROCEDURES This section describes the recommended procedures for the conduct of normal operations. All of the required (FAA regulations) procedures and those necesi,ary for operation of the airplane as determined by the operating and design features of the airplane are presented. Normal procedures associated with those optional systems and equipment which require handbook supplements are provided by Section 9 (Supplements). These procedures are provided to present a source of reference and ~ review and to supply information on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the procedures given in this section in order to become proficient in the normal operations of the airplane. The first portion of this section consists of a short form check list which supplies an action sequence for normal operations with little emphasis on the operation of the systems. The remainder of the s.::ctionis devoted to 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 in-night reference due to the lengthy explanations. The short form check list should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS ~ The following airspeeds are those which are significant to the safe operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea level. ISSUED: JUNE 1, 1978 REVISED:JULY 23, 1982 REPORT: VB-910 4-1 SECTION4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-236,DAKOTA Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engi~ 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 40°} (f) Maximum Demonstrated Crosswind Velocity I . I • 85 KIAS 73 KIAS 124 KIAS 102 KIAS 72 KIAS 17 KTS REPORT: VB: 910 ISSUED: JUNE I, 1978 --•••............ • • .. ,,.,, nv ,c 10'70 PIPER AIRCRAFTCORPORATION PA-28-236,DAKOlf SECTION4 NORMALPROCEDURES .······•·······. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •···················= :...................•r·················· ···················~ • • T c:::===--=--=--=-"t..-=--=------_- ..... -li ~1-::...:r-l:...- _-_-_-_-.i.,_r- _-_-----=-=-=-:::v~ ••••••••••••••········· • : ••. ············•••••••••••• • ................... : : ·····•······ . . . . . . . .• • • • . . . . . . . .r.............··············i t \J_.t:::==~===::i.,_l) t····················•····················· WALK-AROUND Figure 4-1 4.5 NORMALPROCEDURESCHECKLIST PREFLIGHTCHECK COCKPIT Control wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . release restraints Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set All switches ................................................ OFF All avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Mixture .............................................. idle cut-off Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Fuel gauges ........................................ check quantity Annunciator panel .......................................... check Master switch .............................................. OFF ~rimary flight controls ............................. proper operat!on .~laps............................................ proper operation Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral Pitot and static systems ...................................... drain Windows ............................................. check clean ISSUED:JUNE 1, 1978 REVISED:AUGUST27, 1979 REPORT:VB-910 4-3 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA -~equircd papers ................................... check on hoard~ I ow har and hagg.age ............................... stow properly - secure Baggage door ..................................... close and secure RIGIIT WING Surface condition ........................... clear or ice. frost. snow 1:1ap and hinges ............................................. check Aileron and hinges .......................................... check Wing tip and lights .......................................... check Fuel tank ........................................... <.·hecksupply visually - secure cap ·, 1--·ueltank vent .............................................. clear Fuel tank sump .......................... drain and check for water. sediment and proper ruel Tic down and chock .......... : ............................ remove Main gear strut ............................................ proper innation (4.5 in.) Tire ....................................................... check~ Brake block and disc ........................................ check Fresh air inlet .............................................. clear NOSE SECTION (icneral condition ........................................... check (."owling .................................................. se('ure Windshield ................................................. clean Propeller and spinner ........................................ check Air inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,~lear Alternator belt ....................................... check tension Chock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove Nose l?ear strut ............................................ proper intfation (.'.25 in.) Nose ,,·heel tire ............................................. check <>ii................................................ check quantity Dipstick .......................................... properly seated Fuel strainer ............................................... drain~ I.EFT WING Surface condition ........................... clear or ice. frost. snow Frt·sh air inlet .............................................. clear REPORT: \'B-9IO ISSUED: JUNE I, 1978 PIPER AIRCRAl•T CORPORATION PA-28-236, DAKqT A SECTION 4 NORMAi. PROCEDURES Chock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove Main gear strut ............................................ proper ~ .. inflation (4.5 in.) - 1 arc ....................................................... check Brake block and disc ........................................ check Fuel tank ........................................... check supply visually - secure cap 1:ucl tank vent .............................................. clear Fuel tank sump .......................... drain and check for water,, sediment and proper fuel Tie down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove Pitot head ......................................... remove cover - holes clear Wing tip and lights .......................................... check Aileron and hinges .......................................... check f:lap and hinges ..................... _........................ check FUSEl.,\GE Antennas .................................................. check l.eft static pad .............................................. clear ~ Empcnnagc ................................ clear of ice, frost, snow Fresh air inlet .............................................. clear Stabilator and trim tab ...................................... check Tic down ................................................ remove Right static pad ................ : ............................ clear Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Cockpit lighting ............................................ check Nav and strobe lights ........................................ check Stall warning ............................................... check f>itot heat .................................................. check All switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF l•asscngcrs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . board Ca bin door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close and secure Scat belts and harness ............................... fasten/ adjust - check inertia reel BEFORE STARTING ENGINE ~ Parking brake ................................................ setl Propeller ..................................... full INCREASE rpm 1--·uclselector ......................................... desired tank Carburetor heat ............................................. OFF Radios .................................................... OFF ISSUED: JUNE I, 1978 REVISED: JUI.Y 13, 1984 REPORT VB-910 4-S SECTION4 NORMALPROCEDURES PIPERAIRCRAFTCORPORATION PA-21-236,DAKOTA STARTINGENGINEWHENCOLD Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture ............................................... full R ICl-1 Throttle ................................................ I / 4 open Starter .................................................... engage Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . adjust Oil pressure ................................................ check If engine does not start, add I to 3 strokes of priming pump and repeat above. After engine starts, lock primer. STARTINGENGINEWHENHOT Throttle ............................................... I / 2" open Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Electric fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture ............................................... full RICH Starter ..........................