Turbo Arrow IV Information Manual

make füll or abrupt control movements above this speed. At 2900 lbs. G.W. At 1893 lbs. G.W. CAUT/ON KIAS 193 152 124 97 Maneuvering speed decreases at lighter weight as the effects of aerodynamic forces become more pronounced. Linear interpolation may be used for intermediate gross weights. Maneuver- ing speed should not be exceeded while opera- ting in rough air. KCAS 186 148 121 97 ISSUED: NOVEMBER 30, 1978 REVISED: JULY 15, 1982 REPORT: VB-940 2-1 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SPEED Maximum Flaps Extended Speed (VFE) - Do not exceed this speed with the flaps extended. Maximum Landing Gear Extension Speed - Do not exceed this speed when extending the Ianding gear. Maximum Landing Gear Retraction Speed - Do not exceed this speed when retracting the landing gear. Maximum Landing Gear Extended Speed (VLE) - Do not exceed this speed with the landing gear extended. 2.5 AIRSPEED INDICATOR MARKINGS MARKING Red Radial Line (Never Exceed) Yellow Are (Caution Range - Smooth Air Only) Green Are (Normal Operating Range) White Are (Flap Down) KIAS 108 133 ll l 133 KCAS 104 130 109 130 IAS 193 KTS 152 KTS to 193 KTS 66 KTS to 152 KTS 61 KTS to 108 KTS REPORT: VB-940 2-2 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORA TION PA-28RT-201T, TURBO ARROW IV 2.7 POWER PLANT LIMITATIONS (a) Number of Engines (b) Engine Manufacturer (c) Engine Model No. (d) Engine Operating Limits ( 1) Maximum Horsepower (2) Maximum Rotation Speed (RPM) (3) Maximum Manifold Prcssure (In. Mercury) (4) Maximum Oil Temperature (e) Oil Pressure Minimum (red line) Maximum (red line) (f) Fuel Pressure Maximum (red line) (g) Fuel (A VGAS ONLY) (minimum grade) (h) Number of Propellers (i) Propeller Ma nufacturer U) Propeller Hub and Blade Model ( 1) Optional (Three BI ade) (2) Standard (Two Blade) (k) Propeller Diameter ( 1) Optional (Three Blade) Minimum Maximum (2) Standard (Two Blade) Minimum Maximum (l) Blade Angle Limits ( 1) Optional (Three Blade) Low Pitch Stop High Pitch Stop (2) Standard (Two Blade) Low Pitch Stop High Pitch Stop ISSUED: NOVEMBER 30, 1978 REVISED: JULY 16, 1984 SECTION 2 LIMITA TIONS Teledyne Continental TSI0-360-FB 200 2575 41 240°F 10 PSI 100 PSI 19 PSI 100 or IOOLL Aviation Grade 1 Hartzell PHC-C3YF-I( )F/ F7663-2R BHC-C2YF-I( )F/ F8459A-8R 72 76 75 76 13.2 ± .2° 33 ± 1° 14.4:t .2° 29 ± 1° REPORT: VB-940 2-3 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28RT-20IT, TURBO ARROW IV (m) RPM Restrictions (Two Bladed Propeller Only) Avoid Continuous Ground Operation 1700-2100 RPM In Cross/Tail Wind Over 10 KTS. Avoid Conünuous Operation 2000-2200 RPM Above 32 Inches Manifold Pressure. 2.9 POWER PLANT INSTRUMENT MARKINGS (a) Tachometer Green Are (Normal Operating Range) 500 to 2575 RPM Red Line (Maximum Continuous Power) 2575 RPM (b) Oil Temperature Green Are (Normal Operating Range) 100° to 240° F Red Line (Maximum) 240°F (c) Oil Pressure Green Are (Normal Operating Range) 30 PSI to 80 PSI Yellow Are (Caution Range) (Idle) 10 PSI to 30 PSI Yellow Are (Caution Range) (Start and Warm-Up) 80 PSI to 100 PSI Red Line (Minimum) 10 PSI Red Line (Maximum) 100 PSI (d) Fuel Pressure Green Are (Normal Operating Range) 3.5 PSI to 19 PSI Red Line (Maximum) 19 PSI (e) Exhaust Gas Temperature (EGT) Green Are (Normal Operating Range) 1200°F to 1650°F Red Line ( Maximum) 1650°F (f) Manif old Pressure Green Are (Normal Operating Range) 10 IN. to 41 IN. HG Red Line (Maximum) 41 IN. HG REPORT: VB-940 2-4 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 2 LIMITATIONS 2.11 WEIGHT LIMITS (a) Maximum Weight (b) Maximum Ramp Weight ( c) Maximum Baggage NOTE Refer to Section 5 ( Performance) for maximum weight as limited by performance. 2.13 CENTER OF GRAVITY LIMITS 2900 LBS. 2912 LBS. 200 LBS. Weight Pounds Forward Limit Inches Aft of Datum Rearward Limit Inches Aft of Datum 2900 2400 89.0 85.0 NOTES 93.0 93.0 Straight line variation between points given. The da turn used is 78 .4 inches ahead of the wing leading edge at the intersection of the straight and tapered section. lt 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. ISSUED: NOVEMBER 30, 1978 REVISED: JULY 15, 1982 REPORT: VB-940 2-5 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28RT-20IT, TURBO ARROW IV 2.17 FLIGHT LOAD F ACTORS (a) Positive Load Factor (Maximum) (b) Negative Load Factor (Maximum) 2.19 TYPES OF OPERATIONS 3.8 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.F.R. (b) Night V.F.R. (c) Day I.F.R. (d) Night I.F.R. (e) Non Icing 2.21 FUEL LIMIT ATIONS (a) Total Capacity (b) U nusable Fuel The unusable fuel for this airplane has been determined as 2.5 gallons in each wing tank in critical flight attitudes. (c) Usable Fuel The usable fuel in this airplane has been determined as 36.0 gallons in each wing tank. (d) Fuel remaining when the quantity indi- cators read zero cannot be used safely in flight. 2.23 OPERATING ALTITUDE LIMITATIONS 77 U.S. GAL. 5 U.S. GAL. 72 U.S. GAL. Flight above 20,000 feet is not approved. Flight up to and including 20,000 feet is approved if equipped with oxygen in accordance with FAR 23.1441 and avionics in accordance with FAR 91 or FAR 135. REPORT: VB-940 2-6 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV 2.25 NOISE LEVEL SECTION 2 LIMITATIONS The noise level of this aircraft is 69.4 d B(A) for two bladed propeller installations and 72.8 d B(A) f or three bladed propeller installations. No determination has been made by the Federal Aviation Administra- tion 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 not withstanding 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 Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with all FA R 36 noise standards applicable to this type. ISSUED: NOVEMBER 30, 1978 REPORT: VB-940 2-7 SECTION 2 LIMITA TIONS 2.27 PLACARDS In full view of the pilot: PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARRO\V IV THIS AIRCRAFT 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. In fu!l view of the pilot, the following Takeoff Check List and one of the following Landing Check Lists will be installed: T AKEOFF CHECK LIST Fuel on Proper Tank Auxiliary Fuel Pump Off Engine Gauges Checked Alternate Air Closed Seat Backs Erect Mixture Set PropeJler Set Fasten Belts/ Harness Flaps Set Trim Tab Set Controls Free Doors Latched Air Conditioner Off LANDING CHECK LIST Fuel on Proper Tank Seat Backs Erect Fasten Belts/ Harness Aux. Fuel Pump Off Mixture Rich REPORT: VB-940 2-8 Propeller Set Gear Down (133 KIAS Max.) Flaps Set (108 KIAS Max.) Air Conditioner Off ISSUED: NOVEMBER 30, 1978 REVISED: SEPTEMBER 14, 1979 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV LANDING CHECK LIST Propeller Set Gear Down SECTION2 LIMITATIONS Fuel on Proper Tank Seat Backs Erect Fasten Belts/ Harness A ux. Fuel Pump Off Mixture Rieb Flaps Set (White Are) Air Conditioner Off The ''Air Conditioner Off' item in the above Takeoff and Landing Check Lists is mandatory for air conditioned aircraft only. On the instrument panel in full view of the pilot: MANEUVERING SPEED 124 KIAS AT 2900 LBS. (SEE A.F.M.) or VA 124 AT 2900 LBS. (SEE P.O.H.) 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, 1NCLUD1NGSPINS, APPROVED On the instrument panel in full fiew of the pilot: GEAR DOWN GEAR UP EXTENDED or 133KIAS (MAX.) 111 KIAS (MAX.) 133KIAS (MAX.) VLO 133 ON, 111 UP VLE 133MAX. ISSUED: NOVEMBER 30, 1978 REVISED: SEPTEMBER 14, 1979 REPORT:VB-948 2-9 SECTION 2 LIMITATIONS PIPER AIRCRAFT CORPORATION PA-28RT-201T,TURBO ARROW IV N ear emergency gear lever: EMERGENCY DOWN Near emergency gear lever (aircraft equipped with backup gear extender): OVERRIDE ENGAGED AUTO-EXT-OFF LOCK PIN ON SIDE TO ENGAGE OVERRIDE: PULL LEVER FULL UP, PUSH LOCK PIN TO RELEASE OVERRIDE: PULL LEVER FULL UP & RELEASE Near gear selector switch: GEAR UP DOWN 111 KIAS MAX. 133 KlAS MAX. Adjacent to upper door latch: ENGAGE LATCH BEFORE FLJGHT In full view of the pilot: WARNING TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. 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 PERFORMANCE. REPORT: VB-940 2-10 ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 198' PIPER AIRCRAFT CORPORATION PA-28RT-201T, TCRBO ARRO\\I IV On insidc of baggage compartment door: SECTION 2 LIMITATIONS BAGGAGE MAXIMUM 200 LBS. SEE WEIGHT A:'\D BALANCE DATA FOR BAGGAGE LOADl!\G BE- TWEEN 150 LBS. AND 200 LBS. 1n f ull , iew of the pilot: Fl'.EL REMAINING WHEN QUA~TITY l\'DICATOR READS ZERO CANNOT BE llSED SAFELY IN FLIGHT. On the instrument panel in full ,iew of the pilot in aircraft ,vith two b ladcd prope!ler insta llations on ly: AVOI D CONTJNUOUS GROU ND OPERATIOf'\ 1700- 2100 R PM 1~ CROSS TA I L W IN D O V ER 10 KT S. AVOID CONTINUOUS OPERATION 2000-2200 RPM ABOVE 32" MANIFOLD PRESSURE. On the aft baggage closeout: MAXIMUM BAGGAGE 200 LBS. NO HEAVY OBJECTS ON HAT SHELF. ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 8, 1983 REPORT: VB-940 2-11 SECTION 2 LIJ\1ITATIONS PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARRO\\' IV Adjacent to fuel tank filler caps (Prior to serial number 28R-8031031 ): Fl 1EL - 100 130 AVIATION GRADE - MIN. USABLE CAPACITY 36 GAL. USABLE CAPACITY TO BOTTOM OF FILLER NECK INDICATOR 25 GAL. Adjacent to fuel tank filler caps ( Serial numbers 28R-803I031 and up): FUEL - 100 OR IOOLL AVIATION GRADE (Serial numbers 28R-8331015 and up) REPORT: VB-940 2-12 AVGAS ONLY ,,GRADE 100LL GRADE 100 ISSUED: AUGUST 8, 1983 PIPER AIRCRAFT CORPORATION SECTION3 PA-28RT-201T,TURBO ARROW IV EMERGENCYPROCEDURES 3.1 GENERAL SECTION3 EMERGENCYPROCEDURES The recommended procedures for coping with various types of emergencies and critical situations are provided by this section. All of the required (F AA 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 in 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. lt is suggested that the pilot review standard emergency procedures periodically to remain proficient in them. ISSUED: NOVEMBER30, 1978 REVISED:JULY 16, 1984 REPORT:VB-940 3-1 SECTION 3 PIPER AIRCRA.FT CORPORATION EMERGENCY PROCEDURES PA-28RT-201T, TURBO ARROW IV 3.3 EMERGENCY PROCEDURES CHECK LIST ENGINE FIRE DURING START Starter ...... , ....................................... crank engine Mixture .............................................. idle cut-off Throttle .................................................... OJ)Cn Primer ..................................................... OFF Fuel selector ............................................... OFF Abandon if fire continues. ENGINE POWER LOSS DURING TAKEOFF lf sufficient runway remains f or anormal landing, lcavc geardown and land straight ahead. If area ahead is rough, or if it is necessary to clear obstructions: Gear selector switch ............................................ UP 1 Emergency gear lever (aircraft equipped with backup gear extender) .................. locked in OVERRIDE ENGAGED position If sufficient altitude has been gained to attempt a restart: Maintain safe airspeed. Fuel selector ....................................... switch to tank containing fuel Auxiliary fuel pump ................................... unlatch, HI Mixture ............................................. check RICH Alternate air .. ,........................ , ................... OPEN Ernergency gear lever ................................... as required If power is not regained, proceed with power off landing. ENGINE POWER LOSS IN FLIGHT Fuel selector ....................................... switch to tank containing fuel Auxiliary fuel pump ............................•...... unlatch, HI Mixture .................................................. RICH Alternate air .............................................. OPEN Engine gauges ................................. check f or indication of cause of power loss If no f uel pressure is indicated, check tank selector position tobe sure it is on a tank containing fuel. REPORT: VB-940 3-2 ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-l01T, TURBO ARROW IV EMERGENCY PROCEDURES When power is restored: Alternate air ........................................... CLOSED Auxiliary fuel pump ......................................... OFF If power is not rcstored prepare f or power off landing. Trim for 97 KIAS. POWER OFF LANDING On aircraft equipped with the backup gear extender, lock emergency gear lever in OVERRIDE ENGAGED position before airspeed drops to 106 KlAS to prevent the landing gear from frce falling. Trim f or 97 KIAS. Locate suitable field. Establish spiral pattern. IOOOft. above field at downwind position f or normal landing approach. When field can easily be easily reached slow to 75 KIAS for shortest landing. GEAR DOWN EMERGENCY LANDING Touchdowns should normally be made at lowest possible airspeed with full flaps. When committed to landing: Landing gear selector ....................................... Down Thrott)e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . close Mixturc .............................................. idle cut-off lgnition ....... , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 FF Master switch .............................................. OFF Fuel sclcctor . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 FF Scat bclt and hamess ........................................ , tight GEAR UP EMERGENCY LANDING In the event a gear up landing is required, proceed as follows: Fta ps ........ , ..................................... , ... as desired lbrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . cl ose Mixture .............................................. idle cut~off 1gnition switches ............................................ OFF Master switch .............................................. OFF Fuel selector ............................................... OFF Seat belt and harness ......................................... tight Contact surface at minimum possible airspeed. ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 REPORT: 940 3-3 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201T, TURBO ARROW IV FIRE IN FLIGHT Source of fire ............................................... check Electrical fire (smoke in cabin): Master switch .............................................. OFF Vents ......... , ......... , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open Cabin heat ................ , ................................ OFF Land as soon as practicable. Engine fire: Fuel selector ............................................... OFF Throttle ............................................... CLOS ED Mixture .............................................. idle cut-off Auxiliary fuel pump .................................... check OFF Heater and defroster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 FF Proceed with power off landing procedure. LOSS OF OIL PRESSURE Land as soon as possible and investigate cause. Prepare f or power off landing. LOSS OF FUEL PRESSURE Auxiliary fuel pump ................................... unlatch, HI Fuel selector .................................... check on f ull tank ENGINE DRIVEN FUEL PUMP FAILURE Throttle ............................. , . . . . . . . . . . . . . . . . . . . . retard Auxiliaryfuel pump ................................... unlatch, HI Throttle ................................ reset (75% power or below) CAUTION If norll}al engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned off. The lack of a fuel flow indication while in the HI auxiliary fuel pump position could indicate a leak in the fuel system, or fuel exhaustion. REPORT: VB-940 3-4 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORA TION SECTION 3 PA-28RT-201T, TURBO ARROW IV EMERGENCY PROCEDURES CA UTIONS DO NOT actuate the auxiliary fuel pump unless vapor suppression is required (LO position) or the engine-driven fuel pump fails (HI position). The auxiliary pump has no standby function. Actuation of the HI switch position when the engine is operating normally may cause engine roughness and/ or power loss. If thc a uxiliary fuel pump switch or primer switch fails causing the auxiliary fuel pump to be activated in the HI mode while the engine- driven fuel pump is operating normally, cngine roughness and / or power loss could occur. Should this condition exist, pul! out the fuel pump pull-type circuit breaker, if so equipped, or shut off the master switch. HIGH OIL TE1\1 IPERATURE Land at nearest airport and investigate the problem. Prepare for power off landing. ELECTRICAL FAILURES ALT annunciator light illuminated Ammeter .......................................... check to verif y inop. alt. lf ammeter shows zero ALT switch ................................................ OFF Reduce electrical loads to minimurn ALT circui t breaker ................................ check and reset as required ALT switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ISSUED: NOVEMBER 30, 1978 REVISED: JUNE 30, 1981 REPORT: VB-940 3-5 SECTION J PIPEH AIHCRAFT COHPORATION El\'lEH.(;ENCY PHOCEDURES PA-2HHT-20JT, TURBO ARHO\V IV lf power not rcstorcd A1.·1·switcl1 ................................................ ()l:1: lf altcrnator output ca1111othc rcston:d. 1cducc clectrical loads and land as soon as prnctical. Tbc batlcry is thc only rcmaining sourcc of clcctrical power. ELECTRICAL OVERLOAD (alternator over 20 amps above known elcctrical load) FOR AIR PLANES WITII INTERI.OCKFD BAT AND ALT SWI !'CH OJ>ERA'l'I ()N Ekctrical load ............................................. red uce lf altcrnator loads arc not rcduced Al~-r switch ................................................ OFF Land as soon as pract ical. Thc ha ttcry is thc only rcmai ning sourcc of power. Anticirwtc complctc dcctrical failurc. FOR AIRPLANES WITH SEPARATE BAT ANO ALT SWITCH OPERATION ALT switch BAT switch lf altcrnator loads arc reduccd ON OFF Elcctrica ! load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . red ucc to minimum Land as soon as practical. NOTE Duc to incrcasc..:J system voltagc aml radio lrl'.qucncy noisc, opcra t ion wit h AI .T swilch ON aml H/d switch 01:1; should hc madc only whcn ITljUircd by an clcctrical system raj l11 rc. HEl,OHT: VB-940 3-6 ISSlJED: NOVEMHER JO, 1978 HE\'ISED: .JllNE 30, 1981 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-201T,TURBO ARROW IV EMERGENCYPROCEDURES lf alternator loads are not reduced ALT switch ................................................ OFF BAT switch ........................................... as required Land as soon as possible. Anticipate complete electrical failure. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative. PROPELLER OVERSPEED Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard Oil pressure ................................................. check Prop control ................................ full DECREASE rpm, then set if any control available Airspeed ....................... ,............................ reduce Throttle ..................................... as required to remain below 2575 rpm EMERGENCYLANDING GEAR EXTENSION Prior to emergency extension procedure: Master switch .......................................... check ON Circuit breakers ............. , ...... , ........................ check Panel lights ..................................... OFF (in daytime) Gear indicator bulbs ......................................... check lf landing gear does not check down and lock: Airspeed .................................... reduce below 88 KIAS Landing gear selector switch .................... gcar DOWN position lf gear has fai]ed to lock down on aircraft equipped with the backup gear 1 extender, raise emergency gear lever to OVERRIDE ENGAGED position. lf gear has still failed to lock down, move emergency lever to "Emergency Down" position. lf gear has still failed to lock down. yaw the airplane abruptly from side to side with thc rudder. JSSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 REPORT:VB-940 3-7 SECTION 3 PIPER AIRCRAFT CORPROA TION EMERGENCY PROCEDURES PA-28RT-201T, TURBO ARROW IV If the nose gear will not lock down using the above procedure, slow the aircraft to the lowest safe speed attainable usmg the lowest power setting required for safe operation and accomplish the following: 1Emergency gear Jever (aircraft equipped with backup gear extender) ............... OVERRIDE ENGAGED Landing gear selector switch .................... gear DOWN position If landing gear does not check down, recycle gear through up position, and then select gear DOWN. SPIN RECOVERY Rudder ........................................... full opposite to direction of rotation Control wheel ................................... f ull f orward while neutralizing ailerons Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . idle 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 and airspeeds will be reduced slightly. To close the door in flight: Slow airplane to 87 KIAS. c:'abin vents ................................................ close Storm window .............................................. open If upper latch is open ........................................ latch If side latch is open ........................... pull on armrest while moving latch handle to latched position If both latches are open ............................. latch side latch REPORT: VB-940 3-8 then top latch ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-201T, TURBO ARROW IV EMERGENCY PROCEDURES EMERGENCY DESCENT A malfunction of the oxygen system requires an immediate descent to an alt itude at or below 12,500 feet. NOTE Time of useful consciousness at 20,000 ft. is approximately 10 minutes. 1n the event an emergency descent becomes necessary, CLOSE the throttle and move the propeller control f ull FORWARD. Adjust the mixture control as necessary to attain smooth operation. Extend the landing gear and flaps at 103 KlAS and maintain this airspeed. ISSUED: FEBRUARY 9, t 981 REPORT: VB-9401 J..8a PIPER AIRCRAFT CORPORATION SECTION3 PA-28RT-201T, TURBO ARROW IV EMERGENCYPROCEDURES 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 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 FIRE DURING START Engine fires during start are usually the result of overpriming. The first attempt to extinguish the fire is to try to start the engine and draw the excess fuel back into the induction system. lf a fire is present before the engine has started, move the mixture control to idle cut-off, open the throttle and crank the engine. This is an attempt to draw the fire back into the engine. If the engine has started, continue operating to try to pull the fire into the engine. In either case (above ), if fire continues more than a few seconds, the fire should be extinguished by the best available external means. The fuel selector valves should be OFF and the mixture at idle cut-off if an external fire extinguishing method is to be used. 3.9 ENGINE POWER LOSS DURING TAKEOFF The proper action to be taken if loss of power occurs during takeoff will depend on the circumstances of the particular situation. If sufficient runway remains to complete a normal landing, leave the landing gear down and land straight ahead. lf the area ahead is rough, or if it is necessary to clear obstructions, move the gear selector switch to the UP position. On aircraft equipped with the 1 backup gear extender, lock the emergency gear Jever in the OVERRIDE ENGAGED position. ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 REPORT: VB-940 3-9 SECTION3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28RT-201T,TURBOARROW IV lf sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel selector to another tank containing fuel. Place 1the auxiliary fuel pump to HI*. Check that the mixture is RICH. The alternate air should be OPEN. On aircraft equipped with the backup gear extender, the landing gear will extend automatically when engine power fails at speeds below approximately 103 KIAS.The glide distance with the landing gear extended is roughly halved. If the situation dictates, the landing gear can be retained in the retracted position by locking the emergency lever in the OVERRIDE ENGAGED position. If engine failure was caused by fuel exhaustion, power will not be regainedafter switching fuel tanks until the empty fuel lines are filled. This may require up toten seconds. lf power is not regained, proceed with the Power Off Landing proced ure (refer to the emergency check list and Paragraph 3.13). 3.11 ENGINEPOWERLOSS IN FLIGHT Complete engine power loss is usually caused by f uel flow interruption and power will be restored shortly after fuel flow is restored. If power loss occurs at a low altitude, the first step is to prepare for an emergency landing (refer to Paragraph 3.13). An airspeed of at least 97 KIAS should be maintained. lf altitude permits, switch the fuel selector to another tank containing fuel and turn the auxiliary fuel pump to HI*. Move the mixture control to RICH and the alternate air to OPEN. Check the engine gauges for an indication of the cause of the power loss. If no fuel pressure is indicated, check the tank selector position to be sure it is on a tank containing f uel. When power is restored move the alternate air to the "CLOSED" position and turn OFF the auxiliary fuel pump. If the preceding steps do not restore power, prepare for an emergency landing. •1be HI position on the auxiliary fuel pump switch is guarded and must be unlatchcd before it can be activated. REPORT: VB-940 3-10 ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 15, 1986 PIPER AIRCRAFT CORPORATION SECTION3 PA-28RT-201T,TURBO ARROW IV EMERGENCYPROCEDURES lf time permits, turn the ignition switch to ul" then to uR" then back to uBOTH" to check magneto grounding. M ove the throttle and mixture control levers to different settings. This may restore power if the problem is too rich or too lean a mixture or if there is a partial f uel system restriction. Try the other fuel tank. Water in the fuel could take some time tobe used up, and allowing the engine to windmill may restore power. lf power loss is due to water, fuel pressure indications will be normal. lf engine failure was caused by fuel exhaustion power will not be restored after switching fuel tanks until the empty fuel lines are filled. This may require up to ten seconds. lf power is not regained, proceed with the Power Off Landing procedure (refer to emergency check list and Paragraph 3. J3). 3.13 POWER OFF LANDING lf loss of power occurs at altitude, lock emergency gear lever in HOverride EngagedH position before airspeed drops to 106 KIAS to prevent the landing gear from inadvertently free falling on aircraft equipped with the 1 backup gear extender. Trim the aircraft for best gliding angle (97 KIAS, Air Cond. off) and look for a suitable field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. At best gliding angle, with the engine windmilling, and the propeller control in full DECREASE rpm, the aircraft will travel approximately 1.6 miles for each thousand feet of altitude. lfpossible, notify the F AA by radio of your difficulty and intentions. If another pilot or passenger is aboard, let him help. When you have located a suitable field, establish a spiral pattern around this field. Try tobe at 1000 feet above the field at the downwind position, to make anormal landingapproach. When the field can easily be reached, slow to 75 KIAS with flaps down for the shortest landing. Excess altitude may be lost by widening your pattern, using flaps or slipping, or a combination of these. Whether to attempt a landing with gear up or down depends on many factors. lf the field chosen is obviously smooth and firnt, and long enough to bring the plane to a stop, the gear should be down. lf there are stumps or rocks or other large obstacles in the field, the gear in the down position will better protect the occupants of the aircraft. If, however, the field issuspected to be excessively soft or short, or when landing in water of any depth, a wheels-up landing will normally be safer and do less damage to the airplane. ISSUED: NOVEMBER30, 1978 REVISED: AUGUST 15, 1986 REPORT:VB-940 3-11 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28RT-201T,TURBO ARROW IV 1 On aircraft equipped with the backup gear extender, the landing gear will free fall at airspeeds below approximately 103 KIAS, and will take six to eight seconds to be down and locked. If a gear up landing is desired, it will be necessary to lock the override lever in the OVERRIDE ENGAGED position before the airspeed drops to 106 KIAS to prevent the landing gear from inadvertently free falling. Touchdown should normally be made at the lowest possible airspeed. (a) Gear Down Emergency Landing When committed to a gear down emergency landing, select landing gear "'down", close the throttle control and shut OFF the master and ignition switches. Flaps may be used as desired. Turn the fuel selector valve to OFF and move the mixture to idle cut-off. The seat belts and shoulder harness (if installed) should be tightened. Touchdown should be normally made at the lowest possible airspeed. NOTE If the master switch is OFF, the gear cannot be retracted. (b) Gear U p Emergency Landing On aircraft equipped with the backup gear extender, lock the emergency gear lever in OVERRIDE ENGAGED position before the airspeed drops t0 106 KIAS prevent the landing gear from inadvertently free falling. Wing flaps should be extended as desired. When committed to a gear up landing, CLOSE the throttle and shut OFF the master and ignition switches. Turn OFF the f uel selector valve. Touchdowns should normally be made at the lowest possible airspeed with full flaps. REPORT: VB-940 3-12 ISSUED: NOVEMBER30, 1978 REVISED: AUGUST 15, 1986 PIPER AIRCRAFT CORPORATION SECTION 3 PA-28RT-201T, TURBO ARROW IV EMERGENCY PROCEDURES 3.15 FIRE IN FLIGHT The presence of fire is noted through smoke, smell and heat in the ca bin. lt is essential that the source of the fire be promptly identified through instrument readings, character of the smoke, or other indications since the action to be taken differs somewhat in each case. Check for the source of the fire first. If an electrical fire is indicated (smoke in the cabin), the master switch should be turned OFF. The cabin vents should be opened and the cabin heat turned OFF. A landing should be made as soon as possible. lf an engine fire is present, switch the fuel selector to OFF and close the throttle. The mixture should be at idle cut-off. Turn the auxiliary fuel pump OFF. In all cases, the heater and defroster should be OFF. If radio commu- nication is not required select master switch OFF. If the terrain permits, a landing should be made immediately. NOTE The possibility of an engine fire in flight is extremely remote. The procedure given is general and pilot judgment should be the deter- mining factor for action in such an emergency. 3.17 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 investigate the cause and prevent engine damage. A complete loss of oil pressure indication may signify oil exhaustion or may be the result of a faulty gauge. In either case, proceed toward the nearest airport, and be prepared 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 dead stick landing can be accomplished. Don't change power settings unnecessarily, as this may hasten complete power loss. ISSUED: NOVEMBER 30, 1978 REPORT: VB-940 3-13 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201T, TURBO ARROW IV 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. 3.19 LOSS OF FUEL PRESSURE The most probable cause of loss of fuel pressure is either fuel depletion in the fuel tank selected, or failure of the engine driven fuel pump. If loss of fuel pressure occurs, check that the fuel selector is on a tank containing f uel; place auxiliary fuel pump on "HI" until fuel pressure recovers, then turn OFF. If loss of fuel pressure is due to failure of the engine driven fuel pump, the auxiliary fuel pump system can supply sufficient fuel pressure f or engine power up to approximately 75%. Any combination of RPM and Manifold Pressure defined in the Power Setting Table may be used, but leaning may be required for smooth operation at altitudes above 15,000 feet, or for RPM below 2300. Normal cruise, descent and approach procedures should be used. If failure of the engine driven f uel pump is suspected, retard throttle and unlatch the auxiliary fuel pump and place in "Hr' position. The throttle can then be reset at 75% power or below. CAUTION If normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned off. The lack of a fuel flow indication while on the HI auxiliary fuel pump position could indicate a leak in the fuel system, or fuel exhaustion. DO NOT actuate the auxilary fuel pump unless vapor suppression is required (LO position) or the engine driven fuel pump fails (HI position). The auxiliary pump has no standy function. Actuation of the HI switch position when the engine is operating normally may cause engine roughness and / or power loss. REPORT: VB-940 3-14 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION SECTION3 PA-28RT·201T,TURBO ARROW IV EMERGENCYPROCEDURES 3.21 ENGINE-DRIVENFUEL PUMP FAILURE lf an engine-driven fuel pump failure is indicated, immediately retatd the throttle. The auxiliary fuel pump switch should be unlatched and the HI position selected. The throttle should then be reset at 75% power or below. CAUTIONS lf normal engine operation and fuel flow is not immediately re-established, the auxiliary fuel pump should be turned off. The lack of a fuel flow indication while on the HI auxiliary fuel pump position could indicate a leak in the fuel system or fuel exhaustion. 00 NOT actuate the auxiliary fuel pump unless vapor suppression is required (LO position} or the engine-driven f uel pump fails (HI position). The auxiliary pump has no standby function. Actuation of the HI switch position when the engine is operating normally may cause engine roughness and / or power loss. lf the auxiliary fuel pump switch or primer switch fails causing the auxiliary fuel pump to be activated in the HI mode while the engine- driven fuel pump is operating normally, engine roughness and / or power loss could occur. Should this condition exist, pull out the fuel pump pull-type circuit breaker, if so equipped, or shut off the master switch. ISSUED: NOVEMBER30, 1978 REVISED:JUNE 30, 1981 REPORT: VB-940 3-15 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28RT-201T,TURBO ARROW IV 3.23 HIGH OIL TEMPERATURE An abnormally high oil temperature indication may be caused by a low oil level, an obstruction in the oi1cooler, damaged or improper baffle seals, a defective gauge, or other causes. Land as soon as practical at an appropriate airport and have the cause investigated. A steady, rapid rise in oil temperature is a sign of trouble. Land at the nearest airport and let a mechanic investigate the problem. Watch the oil pressure gauge for an accompanying loss of pressure. J.25 ELECTRICALFAILURES Loss of alternator output is detected through zero reading on the 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. lf no increase in the ammeter reading is noted, alternator failure can be assumed. The electrical load should be reduced as much as possible. Check the alternator circuit breakers for a popped circuit. The next step is to attempt to reset the overvoltage relay. This is accomplished by moving the ALT switch to OFF for one second and then to ON. lf the trouble was caused by a momentary overvoltage condition (16.5 volts and up) this procedure should return the ammeter to anormal reading. lf the ammeter continues to indicate "O" output, or if the alternator will not remain reset, turn off the ALT switch, maintain minimum electrical load and land as soon as practical. All electrical load is being supplied by the battery. 3.26 ELECTRICALOVERLOAD(Alternatorover20 ampsaboveknown electrical load) lf 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. lf the overload condition persists attempt to REPORT:VB-940 IJ-1sa ISSUED: SEPTEMBER14, 1979 REVISED:DECEMBER20, 1986 PIPER AIRCRAFf CORPORATION PA-28RT-201T,TURBOARROWIV SECTION3 EMERGENCYPROCEDURES 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 practica1. 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 not decrease within 5 minutes, turn the BAT switch OFF and land as soon as practical. All electrical loads are being supplied by the alternator. NOTE Due to higher voltage and radio frequency noise, operation with the ALT switch ON and the BAT switch OFF shou)d be made only when required by an electrical failure. NOTE If the battery is depleted, the landing gear must be lowered using the emergency extension procedure. The gear position lights will be inoperative. ISSUED: SEPTEMBER 14, 1979 REVISED: DECEMBER 20, 1986 REPORT:VB-940 3-15b SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCYPROCEDURES PA-28RT-201T,TURBO ARROW IV 3.27 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 füll HDECREASE rpm" and then set if any control is available. Airspeed should be reduced and throttle used to maintain 2575 RPM. 3.29 EMERGENCY LANDING GEAR EXTENSION Prior to initiating the emergency extension procedure check to insure that the master switch is ON and that the circuit breakers have not opened. If it is daytime the panel lights should be turned OFF. Check the landing gear indicators for faulty bulbs. NOTE Refer to Para. 4.47 for differences when emergency extension procedure is perf ormed for training purposes. If the landing gear does not check down and locked, reduce the airspeed below 88 KIAS. Move the landing gear selector switch to the DOWN 1 position. If the gear has failed to lock down on aircraft equipped with the backup gear extender, raise the emergency gear lever to the OVERRIDE ENGAGED position. If the gear has still failed to lock down, move the emergency gear lever to the EMERGENCY DOWN position. If the gear has still failed to lock down, yaw the airplane abruptly from side to side with the rudder. If the nose gear will not lock down using the above procedure, slow the airplane to the lowest safe speed attainable using the lowest power setting required for safe operation and raise the emergency gear lever to the 1 OVERRIDE ENGAGE position on aircraft equipped with the backup gear extender. Move the landing gear selector switch to the gear DOWN position. If the landing gear does not check down, recycle the gear through the UP position and then select the "DOWN" position. REPORT: VB-940 3-16 ISSUED: NOVEMBER30, 1978 REVISED: AUGUST 15, 1986 PIPER AIRCRAFT CORPORA TION SECTION 3 PA-28RT-201T, TURBO ARROW IV EMERGENCY PROCEDURES 3.31 SPIN RECOVERY Intentional spins are prohibited in this airplane. If a spin is inadvertently entered, immediately apply full rudder opposite to the direction of rotation. Move the control wheel full forward while neutralizing the ailerons. Move the throttle to IDLE. When the rotation stops, neutra1ize the rudder and ease back on the control wheel as required to smoothly regain a level flight attitude. 3.33 OPEN DOOR The ca bin door is double latched, so the chances of its springing open in flight at both the top and bottom are remote. However, should you forget the upper latch, or not fully engage the side latch, the door may spring partially open. This will usually happen at takeoff or soon afterward. A partially open door will not affect normal flight characteristics, and anormal 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 87 KIAS, close the cabin vents and open the storm window. If the top latch is open, latch it. If the side latch is open, pull on the arm rest while moving the latch handle to the latched position. If both Iatches are open, close the side latch then the top latch. 3.35 ENGINE ROUGHNESS Engine roughness may be caused by dirt m the injector nozzles, induction system icing, or ignition problems. First adjust the mixture for maximum smoothness. The engine will run rough if the mixture is too rich or too lean. ISSUED: NOVEMBER 30, 1978 REVISED: SEPTEMBER 14, 1979 REPORT: VB-940 3-17 SECTION 3 PIPER AIRCRAFT CORPORATION EMERGENCY PROCEDURES PA-28RT-201T, TURBO ARROW IV Move the alternate air to OPEN. Switch the fuel selector to another tank to see if fuel contamination is the problem. Check the engine gauges for abnormal readings. lf any gauge readings are abnormal proceed accordingly. The magneto switch should then be moved to "L" then "R," then back to "BOTH." If operation is satisfactory on either magneto, proceed on that magneto at reduced power with full RICH mixture to a landing at the first available airport. If roughness persists, prepare for a precautionary landing at pilot's discretion. 3.37 EMERGENCY DESCENT A malfunction of the oxygen system requires an immediate descent to an altitude at or below 12,500 feet. NOTE Time of useful consciousness at 20,000 ft. is approximately 10 minutes. In the event an emergency descent becomes necessary, CLOSE the throttle and move the propeller control full FORWARD. Adjust the mixture control as necessary to attain smooth operation. Extend the landing gear and flaps at 103 KIAS and maintain this airspeed. REPORT: VB-940 3-18 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 4 NORMAL PROCEDllRES 4.1 GENERAL SECTION 4 NORMAL PROCEDURES This section describes the recommended procedures for the conduct of normal operations for the Turbo Arrow IV. All of the required ( FAA regulations) procedurcs and those neccssary for operation of the airplanc as determined by the operating and design features of the airplane are presentcd. Normal procedures associatcd with those optional systems and equip- mcnt which require handbook supplements are provided in Section 9 (Supplements). These proccdures arc provided to present a source of referencc and rcview and to supply information on procedurcs 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. Thc first portion of this section consists of a short form check !ist which supplies an action sequence for normal operations with littlc emphasis on the operation of the systems. The remainder of the section is devoted to amplified normal proced ures 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-flight ref erence d ue to the lengthly expla nations. The short form check !ist should be used for this purpose. 4.3 AIRSPEEDS FOR SAFE OPERATIONS The following airspeeds are those which are significant to operation of the airplane. These figures are for standard airplanes flown at gross weight under standard conditions at sea Ievel. ISSlJED: NOVEMBER 30, 1978 REVISED: JUL Y 16, 1984 REPORT: VB-940 4-1 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV Performance for a specific airplane may vary from published figures depending upon the equipment installed, the condition of the engine, airplane and equipment, atmospheric conditions and piloting technique. (a) Best Rate of Climb Speed gear up, flaps up gear down, flaps up (b) Best Angle of Climb Speed gear up, flaps up gear down, flaps up (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 97 KIAS 79 KIAS 79 KIAS 73 KIAS 124 KIAS 108 KIAS 75 KIAS 17 KTS REPORT: VB-940 4-2 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 4 NORMAL PROCEDURES • - --.:c;-....__ ,, ............................................... ··· ;;-.--:~·-,:,~. _··, ............................................... . : ' .•.Ll... : ~ 1 [ l~ 1' .1 ' . ~:~ : 1 ................................................... : 1 1 ~. . • :................................................... . ............ : 1----- - • ' ü!.L • ··----=..~-----" -··-- :..................................... : WALK-AROUND Figure 4-1 4.5 NORMAL PROCEDURES CHECK LIST PREFLIGHT CHECK COCKPIT Control wheel .................................... release restraints Parking brake ................................................ set All switches ................................................ OFF Mixture .............................................. idle cut-off Master switch ............................................ fl •• ON Fuel gauges ........................................ check quantity Annunciator panel .......................................... check Master switch .............................................. OFF Primary flight controls ............................. proper operation Flaps ............................................ proper operation Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral Pitot and static systems ...................................... drain Windows ............................................. check clean ISSUED: NOVEMBER 30, 1978 REPORT: VB-940 4-3 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV Required papcrs ................................... check on board Tow bar and baggagc ......................... stow properly - secure Baggage door ..................................... close and secure RIGHT WING Surface condition ........................... clear of ice, frost, snow Flap and hinges ............................................. check Aileron and hinges .......................................... check Wing tip and lights .......................................... check Fuel tank ........................................... check supply visual1y - secure cap Fuel tank vent .............................................. clear Fuel tank sump .......................... drain and check for water, sediment and proper f uel Tie down and chock ....................................... remove Main gear strut ............................................ proper inflation (2.5 :t .25 in.) Tire ......................................•................ check Brake block and disc ........................................ check Fresh air inlet .............................................. clear NOSE SECTION General condition ........................................... check Cowling .................................................. secure Windshield ................................................. clean Propeller and spinner ........................................ check Air inlets .................................................. clear Alternator belt ....................................... check tension Chock ................................................... remove Nose gear strut ............................................ proper inflation (2.75 .t .25 in.) N ose wheel tire ............................................. check Engi ne baffle seals .......................................... check Oil ................................................ check quantity Dipstick .......................................... properly seated Oi1 filler cap ............................................... secure Fuel strainer ............................................... drain LEFT WING Surface condition ........................... clear of ice, frost, snow Fresh air inlet .............................................. clear REPORT: VB-940 4-4 ISSUED: NOVEMBER 30, 1978 REVISED: JUL V 16, 1984 PIPER AIRCRAFT CORPORA TION PA-28RT-201T, TURBO ARRO\\' IV SECTION 4 NORMAL PROCEDlJRES Chock ................................................... removc Main gear strut ............................................ proper inflation (2.5 ± .25 in.) Tire ....................................................... check Brake block and disc ........................................ check Fuel tank ........................................... check supply visually - secure cap Fuel tank vent .............................................. clear Fuel tank sump .......................... drain and check for water, sediment and proper fuel Tie down ................................................ rernove Pi tot/ static head .................................... rernove cover - holes clear \Ving tip and lights .......................................... check Aiieron and hinges .......................................... check Flap and hinges ............................................. check FUSELAGE Antennas .................................................. check Empennage ................................ clear of ice, frost, snow Fresh air inlet .............................................. clear Stabilator and trirn tab ...................................... check Tie down ............... , ................................ rernove Master switch ............................................... ON Cockpit lighting ............................................ check Nav and strobe lights ........................................ check Stall warning ............................................... check Pitot heat .................................................. check All switches ................................................ OFF Passengers ................................................ board Cabin door. ...................................... close and secure Seat belts and harness ................................ fasten/ ad just check inertia reel BEFORE ST ARTING ENGi NE Avionics switch ............................................. OFF Parking brake ................................................ set Propeller ..................................... full INCREASE rpm Fuel selector ......................................... desired tank Alternate air ............................................... OFF ISSUED: NOVEMBER 30, 1978 REVISED: JUL Y 16, 1984 REPORT: VB-940 4-5 SECTION 4 NORMALPROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV STARTIN.G ENGINE (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) Fuel selector ................................................ ON Mixturc .................................................. RICH Throttle ............................................... half travel Propeller ............................................ FOR WAR f> Master switch ............................................... 0 1 ··1 Propeller . ............................... ! • • • • • • • • • • • • • • • • • • • cle.c1 r Starter .................................................... engage Primer button ..................................... ON as requircd Throttle .................................. retard when engine starts Oil pressure ................................................ check Alternator ................................................. check Gyro vacuum ............................................... check STARTING ENGINE (AIRPLANE EQUIPPED WITH OPTIONAL ENGINE PRIMER SYSTEM) F'uel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture ............................................... full RICH Throttle ......................................... full FORWARD Prop control ..................................... full FORWARD Master switch ............................................... ON Auxiliary fuel pump ......................................... OFF Primer . ........................................... , . . . . . . . . . . . 0 N See Figure 4-3 for Priming Time l'hrottle ................................................. CLOS E Starter ........................................ engagc immediately At temperatures below +20° F continue priming while cranking until engine starts. When engine starts firing - open throttlc very slowly to raise engine speed to 1000 RPM. As enginc spced accelerates through 500 RPM, release starte . Pri1ner .................................................... releasr Auxiliary fuel pump ........................... low only as necessary REPORT: VB-940 4-6 to obtain smooth engine operation ( 1-3 minutes will be required when temp. is below 20° F) ISSlJED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 4 NORMAL PROCEDURES Oil pressure ................................................ check Alternator ................................................. check Gyro vacuum ............................................... check STARTING ENGINE WHEN FLOODED Mixture .............................................. idle cut-off Throttle ......................................... full FORWARD Propeller ............................................ FORWARD Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Auxiliary fuel pump ......................................... OFF Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . clear Starter .................................................... engage When engine fires: Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard Mixture .......................................... advance slowly STARTING ENGINE IN COLD WEATHER (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) Fuel selector ................................................ ON Mixture ......................................... IDLE CUT-OFF Throttle ......................................... full FORWARD Prop control ..................................... full FORWARD Master switch ............................................... ON Auxiliary fuel pump ............................ ON HIGH BOOST Starter .................................................... engage Mixture ................................ full FORWARD for 3 sec. Throttle .............................. full FORWARD to full AFT Mixture ................................ full FORWARD for 3 sec. When engine fires: full AFT f or 3 sec. full FORWARD for 3 sec. Starter .............................................. lea ve engaged Auxiliary fuel pump ............................. ON LOW BOOST Primer button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tap until rhythmic firing Starter .................................................... release Throttle ............................................... half travel Oil pressure ....... ~ ........................................ check JSSUED: NOVEMBER 30, 1978 REPORT: VB-940 4-7 SECTION 4 NORMAL PROCEDllRES lf cnginc bcgins to !alter: PIPER AIRCRAFT CORPORATION PA-28RT-201T. TllRBO ARRO\\' IV Primcr hutton ................................................ tap ·1-hrottle .............................................. 1000 RPM Auxiliary fuel pump ........................ OFF after start complcte STARTING WITH EXTERNAL POWER SOllRCE Master switch .............................................. OFF All electrical equipmcnt ...................................... OFF 1·crminals ................................................ connect External power plug ............................... insert in f uselage Procccd with normal start Throttle ..................................... lowest possible RPM External power plug ........................ disconnect from fuselage Master switch ................................ ON - check ammeter Oil pressure ................................................ check WARM-lJP Throttle ........................................ 900 to 1200 RPM TAXIING Chocks ................................................. removcd 1·axi area .................................................. clear Parking brakc ............................................. relcase Throttle ............................................. apply slowly Prop ................................................. high RPM Brakes ..................................................... check Stcering ................................................... eher k GROlJND CHECK Parking brakc ................................................ set Propeller ......................................... full INCREASE Throttle ....................................... 1800 to 2000 RPM Magnetos ................................... max. drop 150 RPM - max. diff. 50 RPM Vacuum ...................................... 4.8" Hg. to 5.1" Hg. REPORT: VB-940 4-8 ISSlJED: NOVEMBER 30. 1978 REVISED: JlJLY 16, 1984 PIPER AIRCRAFT CORPORATION PA-28RT-201T,TURBO ARROW IV SECTION4 NORMAL PROCEDURES Oil temperature ............................................ check Oil pressure ................................................ check Air conditioner ............................................. check Annunciator panel .................................... press-to-test Propeller ........................... exercise - then full INCREASE Alternate air ..... , ................ , ............ , ........... check Fngine is warm for takeoff when oil temperature is at least 100 ° F. Auxiliary fuel pump ........................................ OFF Fuel pressure ............................................... check Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . retard Manifold pressure line ....................................... drain BEFORE TAKEOFF Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Flight instruments .......................................... check Fuel selector ......................................... proper tank Auxiliary fuel pump ........................................ OFF Engine gauges ............................................... check Alternate air ........................................... CLOSED Seal backs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . erect Mixture ..................................................... set Prop ..................................... , .................. set Beils/ harness .................................... fastened / adjusted Empty seats ............................... seat belts snugly fastened Flaps ........................... , ........................... set Trim tab ............................... ,,.................... set Controls ................................... , . . . . . . . . . . . . . . . . f ree Doors ................................ ,, . . . . . . . . . . . . . . . . . . latched Air conditioner. , ........................................... OFF Parking brake ............................................. release TAKEOFF NORMAL ~'laps ...................................................... , set Tab .. , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. set Accelerate to 70 to 77 KIAS. Control wheel .................................... back pressure to ISSUED: NOVEMBER 30, 1978 REVISED: JULY 169 1984 rotate to climb attitude REPORT: VB-940 4-9 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SHORT FJELD, OBSTACLE CLEARANCE Flaps .......................................... 25° (second notch) Accelerate to 53 to 64 KIAS depending on aircraft weight. Control wheel .................................... back pressure to rotate to climb attitude After breaking ground, accelerate to 59 to 68 KIAS depending on aircraft weight. ' Gear (OVERRIDE ENGAGED on aircraft equipped with backup gear extender) ..................................... U P Accelcrate tobest flaps up angle of climb speed - 79 KIAS, slowly retr-act the flaps and climb past the obstacle. Accelerate to best flaps up rate of climb speed - 97 KIAS. SOFT FIELD Aaps .......................................... 25° (second notch) Acceleratc lo 53 to 64 KIAS depending on aircraft weight. Control wheel .................................... back pressure to rotate to climb attitude After breaking ground, accelerate to 59 to 68 KIAS depending on aircraft weight. 1 Gear (OVERRIDE ENG AG ED on aircraft cquipped with backup gear extender) ..................................... UP Accelerate to best flaps up rate of climb speed 97 KIAS. Flaps ............................................... retract slowly T AKEOFF CLIMB Mixture ............................................... full RICH Prop speed ............................................ 2575 RPM Manifold pressure .................... DO NOT EXCEED 41 in. Hg. Climb speed Best angle ............................................. 79 K IAS Best rate .............................................. 97 KIAS Auxiliary fuel pump ................................ LO - if required CRUISE CLIMB Mixture ............................................... full RICH Prop speed ............................................ 2450 RPM Manif old pressure ....................................... 33 in. Hg. Climb speed ............................................ I04 KIAS Auxiliary fuel pump ................................ LO - if required REPORT: VB·940 4-10 ISSUED: NOVEMBER 30, 1978 REVISED: AUGUST 1~, 1986 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV CRUISING SECTION 4 NORMAL PROCEDURES Reference pcrformance charts. Telcdyne Contincntal Operator\ Manual and power setting tablc. Normal max power .......................................... 75<H Power ......................................... sct per power tablc Mixturc .................................................. adjust Auxiliary fucl pump ................................ LO - if re4uircd APPROACH AND LANDING Fucl selector ......................................... proper tank Sca t backs ................................................. crcct 1 Bclts/ ha rncss ........................................ fasten/ adjust Mixturc ..................................................... sct Propeller ..................................................... sct Gear ....................................... down - 133 KIAS max Flaps ......................................... sct - 108 KIAS max Air conditioncr ............................................. OFF Trim to 75 KIAS. STOPPING ENGINE Flaps ........................................... : ......... retract Air conditioner ............................................. OFF Radios .................................................... OFF Propeller ......................................... full INCREASE Throttle .................................................. f ull aft M ixture .............................................. idle cut-off Magnetos .................................................. OFF Master switch .............................................. OFF PARKING Parking brake ................................................ set Control wheel ................................... secured with belts Flaps ..................................................... full up Wheel chocks ............................................. in place Tie d owns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . secure ISSUED: NOVEMBER 30, 1978 REVISED: DECEMBER 4, 1981 REPORT: VB-940 4-11 PIPER AIRCRAFT CORPORA TION PA-28RT-201T, TURBO ARROW IV SECTION 4 NORMAL PROCEDURES 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) The following paragraphs are provided to supply detailed information and explanations of the normal procedures necessary for operation of the airplane. 4.9 PREFLIGHT CHECK The airplane should be given a thorough preflight and walk-around check. The preflight should include a check of the airplane 's operational status, computation of weight and C.G. limits, takeoff and landing distances, and in-flight performance. A weather briefing should be obtained f or the intended flight path, and any other factors relating to a safe flight should be checked bef ore takeoff. COCKPIT CAUTION The flap position should be noted before boarding the airplane. The flaps must be placed in the U P position before they will lock and support weight on the step. · Upon entering the cockpit, release the seat belts securing the control wheel and set the parking brake. Insure that all electrical switches and the magneto switch are OFF and the mixture is in idle cut-off. Turn ON the master switch, check the f uel quantity gauges for adequate supply and check that the annunciator panel illuminates. Turn OFF the master switch. Check the primary flight controls and flaps for proper operation and set the trim to neutral. Open the pitot and static drains to remove any moisture that has accumulated in the lines. Check the windows for cleanliness and that the required papers are on board. Properly stow and secure the tow bar and baggage. Close and secure the baggage door. RIGHT WING Begin the walk-around at the trailing edge of the right wing by checking that the wing surface and control surfaces are clear of ice, frost, snow or other extraneous substances. Check the flap, aileron and hinges for damage and operational interference. Static wicks should be firmly attached andin good condition. Check the wing tip and lights for damage. ISSUED: NOVEMBER 30, 1978 REVISED: JUL Y 15, 1982 REPORT: VB-940 4-13 SECTION 4 NORl\.1AL PROCEDlJRES PIPER AIRCRAFT CORPORA TION PA-28RT-201T, TlJRBO ARROW IV Open the fuel cap and visually check the fuel supply. The quantity should match the indication that was on the fuel quantity gauge. Replace cap securcly. The f ucl tank vent should be clcar of ohstructions. Place a container undcr the quick drain. Drain the fuel tank through the quick drain located at the lower inboard rear corncr of the tank, making sure that enough fuel has been drained to verify the proper fuel and insure that all water and sediment is removed. Thc fuel system should be drained daily prior to the first flight and after each rrfueling. CA UTION When draining any amount of fuel, care should be takcn to insure that no fire hazard exists before starting engine. Rcmove the tie down and chock. Next, a complete check of thc landing gcar. Check thc gcar strut for proper inflation, there should be 2.5 ± .25 inches of strut exposure under a normal static load. Check the tire for cuts, wear,and propcrinflation. Make a visual check of the brakc block and disc. Check that the frcsh air inlct is clear of forcign matter. NOSE SECTION Check the general condition of thc nose section, look for oil or fluid leakage and that thc cowling is secure. Check the windshield and clean if necessary. The propeller and spinner should be checked for detrimental nicks, cracks, or other defects. The air inlets should be clear of obstructions and check thc alternator belt for proper tension. Thc landing light should be clean and intact. Remove thc chock and check the nose gear strut for proper inflation. there should be 2.75 ± .25 inchcs of strut exposure under anormal static load. Check the tire for cuts, wear, and proper inflation. Check the enginc baffle seals. Check the oil lcvcl, make sure that thc dipstick has been properly seated and the oil filler cap properly secured. Open thc f uel strainer located on the left side of the firewall long enough to removc any accumulation of water and sediment. REPORT: VB-940 4-14 ISSllED: NOVEMBER 30, 1978 REVISED: Jl!LY 16, 1984 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV l.EFT WING SECTION 4 NORMAi. PROCEDlJRES Thc wing surface should hc clcar of icc, frost, snow, or othcrcxtraneous suhstances. Check that the fresh air inlet is clear of foreign matter and removc the chock. Check the main gear strut for proper inflation, there should bc 2.5 ± .25 inches of strut cxposure under anormal static load. Check thc tire and the brake block and disc. Open thc fucl cap and visually check thc fuel supply. Thc quantity should match the indication that was on the fuel quantity gauge. Replacc cap sccurcly. The fuel tank vent should he clear of obstructions. Placc a container under the quick drain. Drain enough fuel to vcrify the proper fuel and to insurc that all watcr and scdiment has hcen removed. Removc tic down and remove the covcr from the pitotistatic head on thc undersidc of thc wing. Makc sure the holes arc open and clcar of obstructions. Check the wing tip and lights for damage. Check the aileron, flap, and hinges for damagc and operational interference and that the static wicks are firm!y attached and in good condition. FUSELAGE Check thc condition and security of the antennas. The empennage should be cle,.ir of icc, frost, snow, or other extraneous substances and thc fresh a ir i niet a t thc top of the fin should be clca r of forcign matter. Check the stabilator and trim tab for damage and operational interference, the trim tab should move in thc same direction as stabilator. Removc the tie down. Upon returning to the cockpit, an optrational check of the intcrior lights, exterior lights, stall warning system, and pitot heat should now be made. Turn thc master switch and the appropriate switches ON. Check the panel lighting and thc overhead flood light. Visually confirm that exterior lights are operational. Lift the stall detector on the leading edge of the left wing and determine that the warning horn is activated. With the pitot heat switch ON the pitot head will be hot to the touch. After these checks are complete the master switch and all electrical switches should be turned OFF. Board the passengers and close and secure the cabin door. Fasten the seat belts and shoulder harness and check the function of the inertia reel by pulling sharply on the strap. Fasten seat belts on empty seats. ISSUED: NOVEMBER 30, 1978 REVISED: JUL Y 16, 1984 REPORT: VB-940 4-15 SECTION 4 NORMAL PROCEDllRES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV NOTE lf thc fixcd shoulder harness (non-incrtia reel type) is installed, it must be connected to the seat belt and adjustcd to allow proper accessi- bility to all controls, including fucl selector, flaps. trim, etc., while maintaining adequate restraint for thc occupant. If thc inertia reel type shoulder ha rness 1s installed, a pull test of its locking restraint fea ture should bc performed. 4.11 BEFORE ST ARTING ENGINE Before starting the engine the avionics switch should be set OFF, thc parking brakc should be set and thc propeller Jever moved to the full IN- CREASE rpm position. Thc fucl selector should then be movcd to the desired tank. 4.13 STARTING ENGINE (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTE!\tl) The first stcp in starting is to move the fuel selector to thc ON position. Adva nce the mixture control to full R ICH, open the th rottlc halft ravcl and move the propellcr control full FORWARD. Turn ON the master switch. After ensuring that the propellers arc clear, engage the starter by rotating the magneto switch clockwisc. The primer button should bc used (ON) as required. For cold weather starts, refer to Paragraph 4.19- Starting Engines In Cold Weather. When the engine starts, retard the throttle and monitor thc oil pressure gauge. lf no oil pressurc is indicated within 30 seconds, shut down the enginc and have it checked. In cold weather it may take somewhat longer for an oil pressurc indication. After the engine has started. check the alternator for sufficient output and the gyro pressure gauge for a rcading between 4.8 and 5.1 in. Hg. REPORT: VB~940 4-16 ISSliED: NOVEMBER 30, 1978 REVISED: JlJLY 16, 1984 PIPER AIRCRAFT CORPORATION PA-28RT-20IT, TURBO ARROW IV NOTE SECTION 4 NORMAL PROCEDURES To prevent starter darnage, limit starter cranking to 30 second periods. If the engine does not start within that time, allow a cooling period of several minutes before engaging starter again. Do not engage the starter im- mediately after releasing it. This practice may damage the starter rnechanisrn. 4.15 ST ARTING ENGINE (AIRPLANE EQUIPPED WITH OPTIONAL ENGINE PRIMER SYSTEM) NOTE Engine starts can be accornplished down to arnbient temperatures of +20° F with ~ngine equipped with standard (massive electrode) spark plugs. Below that ternperature fine wire spark plugs are highly recommended to ensure engine starts, and are a necessity at + 10° Fand below. In addition, the use of external electrical power source is also recornmended when am bient ternperatures are below + 20° F. Upon entering the cockpit. begin starting procedure by rnoving thc fuel selector to ON. Advance the rnixture to full Rl CH and the throttle and prop controls to full FORWARD. Turn the master switch ON. The electric fuel boost pump should be OFF. Push primer switch and hold for the required priming time (see Figure 4-3). Close throttle and immediately engage starter by rotating the magneto switch clockwise. With ambient temperatures above +20° F, starts may be rnade by discontinuing priming before engaging starter. With ambient ternperatures below +20° F, starts should be made by continuing to prime during cranking period. Do not release starter until engine accelerates through 500 RPM, then SLOWLY advance throttle to obtain 1000 RPM. Release primer and immediately place auxiliary fuel pump switch to LO. Auxiliary fuel pump operation will be required f or one to three minutes initial engine warm-up. ISSUED: NOVEMBER 30, 1978 REVISED: DECEMBER 4, 1981 REPORT: VB-940 4-17 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV ~Pie•-+- - ~ -s- -- - ~ ~ ... :. --t- ._: ..-:- . -,_-•+-~::: ._:_ :: :__-+-<· '--+~~++-+--t-+-+-t·-++-++--t _i,....::i___ - - -- ., .. - -· 1-I--~-. - -~ ·+· 1-~~l'ii. 1-+- --~ - - . • . - ~ . ,_ . . . + -~ --1---1-- 1- • -+--t-t----t-t-i--t-t--t-+-t--+-i H-+--t-++--t--+ 1- ,- .. :-~ __ ,_t-·-+- H--+-+-f--+-1---! -+--+-jr!-f--t---fl-++---1-t--+-t-++-+-4 ... 0 LL.L~L...I-L-'-.l..!W-L~...l.1..l...l.. ........... ..i...i..J ........... ~.....,_~...._.__. ................... ...1...1............................... ~ .................. -20 0 +20 +40 +60 +80 AMBIENT TEMPERATURE - °F. OPTIONAL ENGINE PRIMER SYSTEM - PRIMING TIME VS. AMBIENT TEMPERATURE Figure 4-3 NOTE When cold weather engine starts are made without the use of engine preheating or other precautions (refer to TCM Operator's Man- ual), longer than normal elapsed time may be required bef ore an oil pressure indication is observed. 4.17 STARTING ENGINE WHEN FLOODED +100 lf an engine is flooded, move the mixture control to idle cut-off and advance the throttle and propeller controls full forward. Turn ON thc master switch. The auxiliary fuel pump should be OFF. After ensuring that the propeller is clear, engage the starter by rotating the magneto switch clock- wise. When the engine fires, retard the throttle and advance the mixture slowly. REPORT: VB-940 4-18 ISSUED: NOVEMBER 30, 1978 REVISED: DECEMBER 4, 1981 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV SECTION 4 NORMAL PROCEDURES 4.19 STARTING ENGINE IN COLD WEATHER (AIRPLANE EQUIPPED WITH STANDARD ENGINE PRIMER SYSTEM) NOTE As cold weather engine operations are decid- edly more demanding, it may become necessary to utilize the starting procedure listed below in low ambient temperatures. (See Continental Engine Operator's Manual for Cold Weather Operating Recommendations.) NOTE lt may be necessary to apply an external power source to facilitate engine cranking if the aircraft's battery is deficient of charge. Prior to attempting the start, turn the propellers through by hand three times. U pon entering the cockpit, begin the starting procedure by moving the fuel selector to ON. Advance the throttle and prop controls to full forward. Move the mixture control to idle cut-off. Turn ON the master switch. The auxiliary fuel pump should be ON in the HIGH position. Engage the starter (rotate magneto switch clockwise) and advance the mixture control to full RI CH simultaneously. Begin moving the throttle control back and forth from full forward to full aft. Place the mixture control in idle cut-off after about 3 seconds of cranking. Leave the mixture control in idle cut-off for 3 seconds of cranking and then advance to full R ICH for about 3 seconds. Repeat this procedure until the engine begins to fire. When the engine begins firing, place the auxiliary fuel pump switch to the LOW position, leave the starter engaged and tap the primer periodically until a rhythmic firing pattern is observed. When a rhythmic pattern is attained, release the starter switch and position the throttle at half travel. Tap the primer button if the engine begins to falter during this period and adjust the throttle to a 1,000 RPM idle speed. The auxiliary fuel pump may be turned OFF as soon as it is determined that the engine will continue to run without it. ISSUED: NOVEMBER 30, 1978 REPORT: VB-940 4-19 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV 4.21 ST ARTING WITH EXTERN AL POWER SOUR CE An optional feature called the Piper External Power (PEP) allows the operator to use an external battery to crank the engine without having to gain access to the airplane's battery. Turn the master switch OFF and turn all electrical equipment OFF. Connect the RED lead of the PEP kit jumper cable to the POSITIVE(+) terminal of an external 12-volt battery and the BLACK lead to the NEGATIVE(-) terminal. Insert the plug ofthejumper cable into the socket located on the fuselage. Note that when the plug is inserted, the electrical system is ON. Proceed with the normal starting technique. After the engine has started, reduce power to the lowest possible RPM, to red uce sparking, and disconnect the jumper cable from the aircraft. Turn the master switch ON and check the alternator ammeter for an indication of output. DO NOT ATTEMPT FLIG HT IF THERE IS NO INDICATION OF ALTERNATOR OUTPUT. NOTE F or all normal operations using the PEP jumper cables, the master switch should be OFF, but it is possible to use the ship's battery in parallel by turning the master switch ON. This will give longer cranking capabilities, but will not increase the amperage. CAUTION Care should be exercised because if the ship's battery has been depleted, the external power supply can be reduced to the level of the ship's battery. This can be tested by turning the master switch ON momentarily while the starter is engaged. If cranking speed increases, the ship's battery is at a higher level than the external power supply. REPORT: VB-940 4-20 ISSUED: NOVEMBER 30, 1978 PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV 4.23 W ARM-UP SECTION 4 NORMAL PROCEDURES Warm-up the engine at 900 to 1200 RPM. Avoid prolonged idling at Jow RPM, as this practice may result in fouled spark plugs. Takeoff may be made as soon as the ground check is completed, provided that the oil temperature is at least 100° F and throttle may be opened to 41 inches manif old pressure without backfiring or skipping, and without a red uction in engine oil pressure. Do not opera te the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.25 TAXIING Before attempting to taxi the airplane, ground personnel should be instructed and approved by a qualified person authorized by the owner. Ascertain that the propcller back blast and taxi areas are clear. Release the parking brake. Power should be applied slowly to start thc taxi roll. Taxi a few feet forward and apply the brakes to determine their effectiveness. Taxi with the propeller set in low pitch, high RPM setting. While taxiing, make slight turns to ascertain the effectiveness of the steering. Observe wing clearances when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane. Avoid holes and ruts when taxiing over uneven ground. Do not operate the engine at high RPM when running up or taxiing over ground containing loose stones, gravel or any loose material that may cause damage to the propeller blades. 4.27 GROUND CHECK Set the parking brake. The magnetos should be checked at 1800 to 2000 RPM with the propeller set at high RPM. Drop off on either magneto should not exceed 150 RPM and the difference between the magnetos should not exceed 50 RPM. Operation on one magneto should not exceed 10 seconds. ISSUED: NOVEMBER 30, 1978 REVISED: JULY 16, 1984 REPORT: VB-940 4-21 SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T, TURBO ARROW IV Check the vacuum gauge; the indicator should read between 4.8 and 5.1 inches Hg at 2000 RPM. Check the annunciator panel lights with the press-to-test button. Also check the air conditioner and the alternate air. The propeller control should be moved through its complete range to check for proper operation, and then placed in full "INCREASE" rpm for takeoff. To obtain maximum rpm, push the pedestal mounted control fully forward on the instrument panel. Do not allow a drop of more than 200 RPM to 300 RPM during this check. In cold weather the propeller control should be cycled from high to low RPM at least three .:imes before takeoff to make sure that warm engine oil has circulated. Drain the manifold pressure line by running the engine at I 000 RPM and depressing the drain valvc located behind and below the manifold pressure gauge for 5 seconds. Do not depress the valve when the manifold pressure exceeds 25 inches Hg. REPORT: VB-940 4-22 ISSUED: NOVEMBER 30, 1978 REVISED: MARCH 14, 1980 PIPER AIRCRAFT CO~PORATION PA-l8RT-201T, TURBO ARROW IV 4.29 BEFORE TAKEOFF SECTION 4 NORMAL PROCEDURES All aspects of each particular takeoff should be considered prior to executing the takeoff procedure. Aftertakeoff, on aircraft equipped with the backup gearextender, ifthe 1 gear selector switch is placed in the gear up position before reaching the airspeed at which the system no longer commands gear down•, the gear will not retract. For obstacle clearance on takeoff and for takeoffs from high altitude airports, the landing gear can be retracted after lift-off at the pilot's discretion by placing the gear selector switch in the ''UP" position and then 1,ocking the emergency gear lever in the "OVERRIDE ENGAGED" position. If desired, the "OVERRIDE ENGAGED"positioncan be selected and locked bef ore takeoff, and the gear will then retract as soon as the gear selector switch is placed in the HUP" position. Care should always be taken not to retract the gear prematurely, or the aircraft could settle back onto the runway. lf the override lock is used for takeoff, it should be disengaged as soon as sufficient airspeed and terrain clearance are obtained, to return the gear system to normal operation. For normal operation, the pilot should extend and retract the gear with the gear selector switch located on the instrument panel, just as he would if the back-up gear extender system were not installed. After all aspects of the takeoff are considered, a pretakeoff check procedure must be performed. • Approximately 78 KIAS at sea level to approximately 97 KIASat 20,000 ft. with a straight line variation between. ISSUED: MARCH 14, 1980 REVISED:AUGUST 15, 1986 REPORT: VB-940 4-22a SECTION 4 NORMAL PROCEDURES PIPER AIRCRAFT CORPORATION PA-28RT-201T,TURBO ARROW IV Turn "ON" the master switch and check and set all of the flight instruments as required. Check the fuel selector to make sure it is on the proper tank (fullest). Check the engine gauges. The alternate air should be in the "CLOSED" position. All seat backs should be erect. NOTE If the fixed shoulder harness (non-inertia reel type) is installed, it must be connected to the seat belt and adjusted to allow proper accessibility to all controls, including fuel selector, flaps, trim, etc., while mainta