Pilot's Operating Handbook

(a) Maximum Ramp Weight (lbs.) (b) Maximum Takeoff Weight (lbs.) (c) Maximum Landing Weight (lbs.) (d) Maximum Weights in Baggage Compartment (lbs.) 3011 3000 3000 200 1.13 STANDARD AIRPLANE WEIGHTS Refer to Figure 6-5 for the Standard Empty Weight and the Useful Load. 1.15 BAGGAGE SPACE (a) Compartment Volume (cu. ft.) (b) Entry Width (in.) (c) Entry Height (in.) 24 22 20 1.17 SPECIFIC LOADINGS (a) Wing Loading (lbs. per sq. ft.) (b) Power Loading (lbs. per hp) 17.6 12.8 REPORT: VB-910 1-4 ISSUED: JUNE 1, 1978 REVISED: NOVEMBER 22, 1982 ISSUED: JUNE 1, 1978 REPORT: VB-910 1-5 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY The following definitions are 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 Σ TAS VA Calibrated Airspeed means the indicated speed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Calibrated Airspeed expressed in "Knots." Ground Speed is the speed of an airplane relative to the ground. Indicated Airspeed is the speed of an air- craft as shown on the airspeed indicator when corrected for instrument error. 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 Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA VNE/MNE VNO Vs Vso vx VY SECTION 1 GENERAL 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 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 -56.5°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 1-6 ISSUED: JUNE 1, 1978 ISSUED: JUNE 1, 1978 REPORT: VB-910 1-7 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA Indicated Pressure Altitude Pressure Altitude Station Pressure Wind (c) Power Terminology Takeoff Power Maximum Con- The number actually read from an altimeter when the barometric subscale has been set to 29.92 inches of mercury (1013 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 permissible continuously during flight. Maximum power permissible during climb. tinuous Power Maximum Climb Power Maximum Cruise Power cruise. (d) Engine Instruments EGT Gauge Maximum power permissible during Exhaust Gas Temperature Gauge PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA SECTION 1 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. The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The distance required to accelerate an air- plane to a specified speed and, assuming failure of an engine at the instant that speed is attained, to bring the airplane to a stop. I A part of a route. Each end of that part is identified by: (1) a geographical location; or (2) a point at which a definite radio fix can be established. (f) Weight and Balance Terminology Reference Datum Station Arm Moment An imaginary vertical plane from which all horizontal distances are measured for balance purposes. A location along the airplane fuselage usually given in terms of distance in inches from the reference datum. The horizontal distance from the reference datum to the center of gravity (C.G.) of an item. The product of the weight of an item multi- plied by its arm. (Moment divided by a constant is used to simplify balance calcu- lations by reducing the number of digits.) REPORT: VB-910 1-8 ISSUED: JUNE 1, 1978 ISSUED: JUNE 1, 1978 REVISED: AUGUST 5, 1983 REPORT: VB-910 1-9 SECTION 1 GENERAL PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA 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 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 of start, taxi and run up fuel.) Maximum weight approved for the start of the takeoff run. Maximum Landing Weight Maximum Zero Fuel Weight REPORT: VB-910 1-10 SECTION 1 GENERAL Maximum weight approved for the landing touchdown. Maximum weight exclusive of usable fuel. ISSUED: JUNE 1, 1978 ISSUED: JUNE 1, 1978 REPORT: VB-910 1-11 ! 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.. 2-3 2.13 Center of Gravity Limits. 2-4 2.15 Maneuver Limits 2-4 2.17 Flight Maneuvering Load Factors 2-4 2.19 Types of Operation 2-4 2.21 Fuel Limitations. 2-5 2.23 Noise Level 2-5 2.25 Placards 2-5 REPORT: VB-910 2-i PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA SECTION 2 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 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 KIAS KCAS above this speed. 3000 lbs. 1761 lbs. 124 284 122 96 22 94 CAUTION Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuvering speed should not be exceeded while operating rough air. ISSUED: JUNE 1, 1978 REVISED: JULY 23, 1982 REPORT: VB-910 2-1 1 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA SPEED KIAS KCAS Never Exceed Speed (VNE) - Do not exceed this speed in any operation. 173 171 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. (f) Fuel Pressure Minimum (red line) Maximum (red line) (g) Fuel (AVGAS ONLY) (minimum grade) 17 137 135 (h) Number of Propellers (i) Propeller Manufacturer (j) Propeller Hub and Blade Model 102 100 SECTION 2 LIMITATIONS 0.5 PSI 8 PSI 100 or 1001.1. 1 Hartzell HC-F2YR-1 ( )F/ F8468A-4R 2.5 AIRSPEED INDICATOR MARKINGS 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 (3) Maximum Oil Temperature (1) Maximum Horsepower (2) Maximum Rotation Speed (RPM) (e) Oil Pressure Minimum (red line) Maximum (red line) IAS 173 KTS 137 KTS to 173 KTS 65 KTS to 137 KTS 56 KTS to 102 KTS (k) Propeller Diameter Maximum Minimum (1) Blade Angle Limits (at 30 inch station) Low Pitch Stop High Pitch Stop 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Arc (Normal Operating Range) Red Line (Maximum Continuous Power) (b) Oil Temperature Green Are (Normal Operating Range) Red Line (Maximum) (c) Oil Pressure Green Arc (Normal Operating Range) Yellow Are (Caution Range) (Idle) Yellow Arc (Ground Warm-Up) Red Line (Minimum) Red Line (Maximum) (d) Fuel Pressure Green Are (Normal Operating Range) Red Line (Minimum) Red Line (Maximum) Lycoming O-540-J3A5D 235 2400 245°F 25 PSI 2.II WEIGHT LIMITS 100 PSI (a) Maximum Ramp Weight 80 IN. 78 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 100 PSI 25 PSI 100 PSI 0.5 PSI to 8 PSI 0.5 PSI 8 PSI REPORT: VB-910 2-2 ISSUED: JUNE 1, 1978 (b) Maximum Weight (c) Maximum Baggage ISSUED: JUNE 1, 1978 REVISED: JULY 13, 1984 3011 lbs. 3000 lbs. 200 lbs. REPORT: VB-910 2-3 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA SECTION 2 LIMITATIONS 2.13 CENTER OF GRAVITY LIMITS Weight Pounds Forward Limit Inches Aft of Datum Rearward Limit Inches Aft of Datum 3000 88.5 92.0 2500 82.5 92.0 1900 79.8 92.0 NOTES Straight line variation between points given. The datum used is 78.4 inches ahead of the wing leading edge. It is the responsibility of the airplane owner and the pilot to insure that the airplane is properly loaded. See Section 6 (Weight and Balance) for proper loading instructions. 2.15 MANEUVER LIMITS No acrobatic maneuvers including spins approved. 2.17 FLIGHT MANEUVERING LOAD FACTORS I (a) Positive Load Factor (Maximum) (b) Negative Load Factor (Maximum) 3.8 G No inverted maneuvers approved. 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 LÉVEL The noise level of this aircraft is 72.9 d B(A). 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 approved by 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. - 2.19 TYPES OF OPERATION The airplane is approved for the following operations when equipped in accordance with FAR 91 or FAR 135. (a) Day V.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night L.F.R. (e) Non Icing REPORT: VB-910 2-4 ISSUED: JUNE 1, 1978 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 I.F.R. NON-ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH FAR 91 OR FAR 135. ISSUED: JUNE 1, 1978 REPORT: VB-910 2-5 SECTION 2 LIMITATIONS In full view of the pilot: PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA Adjacent to upper door latch: ENGAGE LATCH BEFORE FLIGHT On the instrument panel in full view of the pilot: SECTION 2 LIMITATIONS DEMONSTRATED CROSSWIND COMPONENT 17 KTS OR DEMO. X-WIND 17 KTS TAKEOFF CHECK LIST Fuel on Proper Tank Electric Fuel Pump - On Engine Gages Checked Carburetor Heat Off Seat Backs 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 Off" item in the above Takeoff and Landing Check List is mandatory for air conditioned aircraft only. On the aft baggage compartment: MAXIMUM BAGGAGE 200 LBS. NO HEAVY OBJECTS ON HAT SHelf 1 In full view of the pilot, near the airspeed indicator: MANEUVERING SPEED 124 KIAS AT 3000 LBS (SEE A.F.M.) VA OR = 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 2-6 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. On the instrument panel in full view of the pilot when the AutoFlite is installed: OPERATION DISENGAGE TURN AUTOFLITE ON. ADJUST TRIM KNOB FOR MINIMUM HEADING CHANGE: FOR HEADING CHANGE, PRESS 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 ISSUED: JUNE 1, 1978 REPORT: VB-910 REVISED: AUGUST 27, 1979 2-7 SECTION 2 LIMITATIONS PIPER AIRCRAFT 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 to fuel filler cap: FUEL 100 OR 100LL AVIATION GRADE - OR FUEL 100/130 AVIATION GRADE - MIN. USABLE CAPACITY 36 GAL. USABLE CAPACITY TO BOTTOM OF FILLER NECK INDICATOR 25 GAL. Adjacent to fuel filler cap (serial numbers 28-8311009 and up): TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page No. No. ww 3.1 General 3-1 3.3 Emergency Procedures Checklist 3-2 Speeds 3-2 Engine Inoperative Procedures 3-2 Fire... 3-4 Loss of Oil Pressure 3-5 AVGAS ONLY Loss of Fuel Pressure High Oil Temperature Electrical Failures Electrical Overload Spin Recovery Open Door Carburetor Icing. 3-5 3-5 3-5 3-6 3-7 3-7 3-7 Engine Roughness Propeller Overspeed.. GRADE 100LL GRADE 100 3.5 Amplified Emergency Procedures (General) 3.7 Engine Inoperative Procedures Engine Power Loss During Takeoff (If Airborne) Engine Power Loss In Flight. 3-8 3-8 3-9 3-9 Engine Power Loss During Takeoff (Not Airborne) 3-9 3-9 3-10 3.9 Fire... Power Off Landing Engine Fire During Start 3-11 3-11 3-11 Fire In Flight 3.11 Loss of Oil Pressure 3.13 Loss of Fuel Pressure 3-12 3-13 3-13 REPORT: VB-910 2-8 ISSUED: JUNE 1, 1978 REVISED: AUGUST 5, 1983 REPORT: VB-910 3-i TABLE OF CONTENTS (cont) SECTION 3 (cont) Paragraph Page No. No. 3.15 3.17 3.18 High Oil Temperature Electrical Failures Electrical Overload 3-13 3-14 3-14 3.19 Spin Recovery 3-15 3.21 Open Door 3-15 3.22 Carburetor Icing. 3-16 3.23 Engine Roughness 3-16 3.25 Propeller Overspeed. 3-17 REPORT: VB-910 3-ii PIPER AIRCRAFT CORPORATION PA-28-236, DAKOTA SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of required (FAA regulations) emergency procedures and those necessary for operation of the airplane as determined by the operating and design features of the airplane are presented. Emergency procedures associated with those optional systems and equipment which require handbook supplements are provided 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 operation of systems. The remainder of the section is devoted to amplified emergency procedures containing additional information to provide the pilot with a more complete understanding of the procedures. These procedures are suggested as a course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise. Most basic emergency procedures, such as power off landings, are a normal part of pilot training. Although these emergencies are discussed here, this information is not intended to replace such training, but only to provide a source of reference and review, and to provide information on procedures which are not the same for all aircraft. It is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: JUNE 1, 1978 REVISED: JULY 13, 1984 REPORT: VB-910 3-1