1978 Piper Turbo Lance II Pilot's Operating Handbook

PILOT~s-
DUPLICATE OPERATING
HANDBOOK
AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
PIPER TURBO LANCE II
FAA APPROVED IN NORMAL CATEGORY BASED ON PA-32RT-300T

. CAR 3, FAR 23, FAR 36 AND FAR PART 21, SUBPART REPORT: VB-900
-~ J. - THIS HANDBOOK INCLUDES 'THE MATERIALS
REQUIRED TO BE FURNISHED TO THE PILOT BY FAA APPROVED BY: A l )o,v;l f ; , ~
-- _ FAR 23.1581 (b) (2) OF FAR 23 AMENDMENT . 23-21 WARD EVANS
. AND FAR PART 21_, SUBPART J AND CONSTITUTES D.O.A. NO. $0-1
THE APPROVED _AIRPLANE FLIGHT MANUAL AND PIPER AIRCRAFT CORPORATION
MUST BE CAR.RH:D IN THE AIRPLANE AT ALL . VERO BEACH, FLORIDA
TIMES.
32R-7987027
- ·. ,-- AIRPLANE SERIAL NO. _ _ _ _ _ _ _ __
, AIRPLANE REGISTRATION NO. 11/'2/2~ 8 DATE OF APPROVAL: MAY 1, 1978
i:
-)~\!!. ':·._, ,;;::~,
Jl .
HANpBOOK PAAT NO. 761 657 .>·. .
. ' .. ~ .
',1 ~ ".! . ~ .. ...:, ~ -..,...,~ • -: • • / ) ' ' I
WARNING
EXTREM E CARE MUST BE EXERCIS ED TO LIMIT THE USE OF THIS HANDBo o

APPLICA BLE AIRCRAF T. THIS HANDBOO K IS VALID FOR USE WI K TO
IDENTIFI ED ON THE FACE OF THE TITLE PAGE. SUBSEQU ENT RE~~~~~ ~~~LA?\E
BY PIPER AIRCRAFT CORPORA TION MUST BE PROPERL Y INSERTED. PLIED
Published by
PUBLI CATIONS DEPARTM ENT
P iper Aircraft Corporatio n
Issued: May I. 1978
RI 1
•• ,RT: VB-900
II
APPLICABILITY
;2R-~: 7~~~r ~~ serial .number eligibility brac ket for appl icati on of this hand book is 32R-
designated b · ~ specific appl icati on of this hand 778700 J throu gh
book is limited to the Pipe r PA-32RT-300T mode
Y serial number and regis tratio n num ber on t~e l airpl ane
face of the title page of this hand book .
This handbo0 k . .
cann ot be used for oper ation al purp oses unless kept .m a curre nt
statu s.
REVISIONS
1 dist .r e information compiled in the Pilot
n uted to the airplane owners. 's Oper ating Hand book will be kept curre nt
by revisions
and/ Revision _material. will consist of infor mati

on necessary to upda te the text of (he present
or to add tnfonnation to cove r adde d airplane equi hand book
pme nt.
I. Revisions
b . Rev isi~ will be distributed whenever nec

e~ as com pete page repla ceme nts or addit ions
e mser ted into the handbook in acco rdan ce with and shall
the instr uctio ns given belo w:
1. Revision pages will replace only pages with the
same page num ber.
2. Insert all additional pages i..'l prop er numerical orde
r with in each section.
3. Page numbers followed by a small lette r shall
be inser ted in direc t sequence with the same
comm.crt numbered page.
II. Identification of Revised Material
Revised text and illustrations shall be indic ated

by a blac k vertical line along the outsi de marg
page, oppo site revised, added or delet ed mate in or the
rial. A line alon g the outs ide margin of the. page
page num ber will indicate that an entir e page oppo site the
was adde d.
Black lines will indicate only curre nt revisions

with changes and addi tions to or deletions of
text and illustrations. Changes in capi talm tion, existing
spelling, pund uatio n or the physical location
on a page will not be identified . of matc rw
ORIGINAL PAGES ISSUED

The original pages issued for this hand book prior
. to revision are given below:
Title , ii through v, 1-1 through 1-12 , 2-1 throu
gh 2-9, 3-1 throu gh 3-14, 4-1 throu gh 4-18, 5-1
5-34, 6-1 through 6-42, 7-1 throu gh 7-26, ~I throu throu gh
gh ~13, 9-1 throu gh 9-20 and l~I throu gh 10-2.
REPORT: V'S-900
iii
REVISIONS
PILOTS OPERATING HANDBOOK LOG OF
ORT : VB-900
ent Revisions to the PA-3 2RT-300T, Turb o Lance II Pilo t's Operating Handbook, REP
. Curr
is.sued May I, 1978
.
Revision Revised
Number and FAA Appro•,al
Pages Description of Revision Signature and
Code
Date
Rev. 1-761 657 l-6,1 -11 Revised spelling.
(PR780908) 2-9 Add ed writing table placard.
44 Add ed Cold Weather Starting ;
relo cate d Gro und Cneck to pg. 4-5.
4-5 Add ed Gro und Cneck from pg. 4-4.
4-9 Add ed new item 4. 13 (b) (Cold
Weather Starting); revised item
lette rs; relocated info. to pg.
4-10.
4-J0 Added info . from pg. 4-9.
4-14 Add ed info. to para. 4.27 , Cruising.
5-4 Revised item (b) (5).
5-11 Revised Figure S-5.
5-12 Revised Figure 5-7.
5-14 Revised Figure 5-1 I.
6-3 I Add ed item s 217 and 219 . )
6-32 Revised item s 221 and 223 .
6-34 Revised item s 243 and 245 ;
relo cate d item s to pg. 6-3S.
6-35 Add ed item s from pg. 6-34 ;
add ed item s 248, 249 , and 254 ;
relo cate d item to pg. 6-36 .
6-36 Add ed item 265 .
6-42 Add ed item 380 .
7-1S Revised info . in para. 7. I 5.
7-21, 7-22 Add ed cabi n wor k tabl e description.
9-i Add ed Sup plem ents 7 and 8.
9-23 thru
9-32
Add ed pgs. (Ad ded Sup plem ent 7, KFC 200 l.JQl\cl~-LJ
AFCS with Flight Director).
9-33 thru Add ed pgs. (Ad ded Sup plem ent 8, KFC 200 Ward Evans
9-40 AFCS with out Flig ht Director). Sep t 8, 1978
Rf.l> ORT : VB- 900

rv
PILOT'S OPERA TING HANDBOOK LOG OF REVISIONS (cont)
. .,, 5.
Revision ,l
FAA Appro\-al
Number and Revised Description of Revision Signature and '
Code Pages Date
'
.
Rev. 2. 761 657 6-21 Revised item 79.
11
(PR781218) 6-23 Revised item l07. 11
6-24 Added item 111 b.

6-29 Revised items 18.Sc. and 187b. Ii
6-32 Added item 230. I
6-35 Revised item 259.
6-37 Revised iJem 293.
6-38 Revised item 311; added item 314.
7-i Added para. 7.39, Radar.
7-3 Revised para. 7. 7 info.
7-18 Revised item 11 nomenclature.
1,
7-24 Revised para. 7.33 info.
7-27 Added pg. (Added para. 7.39, Rada
9-10 Revised item (d) (2) b.
II 9-24 Revised item (f).
II II 9-28 Revised item (h) (I). L)a,J~
9-30 Revised item (h) (7). Ward Evans
9-34 Revised item (f). Dec. 18, 1978
Rev. 3 - 761 657 6-38 Revised item 3 I 3; added new item 315;
(PR7904l3) renumbered existing item 314 to 317. {Ja,J!~
7-25, 7-26 Revised para. 7.39. Ward Evans
7-27 Added para. 7.39 info. April 13, 1979
Rev. 4 - 761 657 ll Revised Warning.

(PR8l042I) Ill Added serial no. effcctivities.
4-1 Revised para. 4. 1 inf0.
4-5 Revised take-off procedure.
6-2 Added Caution notice to para. 6.3 (a) (3).
6-18 Revised item 19.
6-28 Added new item 180.
6-38, 6-39 Corrected numbering of existing items
314, 315, 316.
7-15 Revised and upgraded Note to Warning.
9-31 Revised sec. 4 (j). (JJ_~
9-34
9-40
Revised sec. 3 (b).
Revised sec. 4 (J). - Ward Evans
April 21, 1981
REPORT: VB-900
iv-a
PII.OT'S OPERATl~G HA~DBOOK LOG OF REVISIONS (cont)
Re\ i, ion
'\umhi:r and R~, i,i:d FAA ApprO\ ..il
Description of Re\'ision
Cod.: Page~ Signature and
Date
R.:, . 5 - 7td fl5 7 \ Re, ised Table of Contents.
! PRR:40705) 1-3 R.:, ised para . I. 7.
1-6 Re\·ised para. 1.19 (b).
2-2 Revised para. 2.2.
3-1 Revised para. 3. L
4-l Revised para . 4.5. Relocated info.
4-4.
4-5
4-7 Re\'ised para. 4.7 and 4.9.
4-8 Cont. re\'ised pa ra. 4.9'. revised pa ra. 4.11.
4-11 Revised paras. 4. 17 and 4. 19.
4-1 2 Revised para. 4.21.
5- 1 Added Warning.
5-3. Re\'ised para. 5.5.
5-4.
5-5
6-1 Revised para. 6. 1.
6-5 Revised Fig. 6-5.
6-7 Revised Fig. 6-7.
,
6- 18 Revised item 15.
7- 10 Revised para. 7. 13.
8-2 Revised para. 8.3. -
8-2. Revised para. 8.5.
8-3
R-4 Revised para. 8.9.
8-9 Revised pa ra. 8.21 (b ). (d).
10-i
10-1 .
Revised Table of Contents w~~
Revised Titles Ward E, ans
10,.2 July 7. 1984
,
Rev. 6 - 761 657 3-3 Revised para. 3.3. .;;~.l.-1~
(PR&5 l l 25) 3-9
3-10
Revised para. 3.15. D..Trampler
Revised para. 3.15. Nov. 25, 1985
.
1
REPORT: VB-90v
h·-b
,
PD..01"S OPERATING HANDBOOK LOG OF REVISIONS (conl)
Revision
Number and Revised FAA Approval
Pages Description of Revision Signarurc and
Code
Date
Rev. 7 - 761 657 2-8 Revised para. 2.31.
(PR870131) 3-3 Revise d Engin e Power Loss During Takeoff.
Revised Power Off Landing.
3-5 Revised Emergency Landing Gear Extens ion.
3-7 Revise d para. 3.9.
Relocated info.
Added Note.
4-5 Revise d Short or Soft Field. Obstacle Clearance.
4-12 Revise d para. 4.21
Relocated info. from page 4-13.
4-13 Relocated info. to page 4-12.
Revised para. 4.25.
Added Note.
4-18
74 Revised fig. 7-l.
7-5 Revise d fig. 7-3.
Revised para. 7 .9.
7-6
7-7
Revise d para. 7 .9.
Revised fig. 7-5.
~ \l ~ tl!,, -
D. H. Trmp ler
7-8 Revised fig. 7-7.
7-9 Revised fig. 7-9. May 14. 1987
7-18 Revise d fig. 7-21 Date
Rev. 8- 761 657 3-5 Revise d Emergency Landin g Gear Extension
(PR900924) check list.
8- l Revised para. 8.1.
Revised para's . 8.3 and 8.5.
J~-~
8-2
8-9 Revise d para. 8.19. Moved info. to page 8-10. Oct. 2. 1990
8-10 Relocated info. from page 8-9. Date
Rev. 9 - 761 657

(PR020607)
3-5
3-13
Revise d Emerg ency Landi ng Gear Extension
check list
Revised para. 3.35.
~ Albert J. Mill
June 7, 2002
Date
REPORT: VB-900
iv-c
TAB LE OF CONTENTS
SECT ION 1 GENERAL

SECT ION 2 LIMIT ATIO NS
SECTION 3 EMERGENCY PROCEDURES
SECT ION 4 NORMAL PROCEDURES
SECT ION 5 PERFORMANCE
SECT ION 6 WEIGHT AND BALANCE
SECT ION 7 DESCRIPTION AND OPERATION OF THE

AIRPLANE AND ITS SYSTEMS
SECT ION 8 · AIRPLANE HANDLING, SERVICING AND
MAINTENANCE
-SEC TION 9 SUPPLEMENTS
SECT ION 10 OPER ATIN G TIPS
REPORT: YB-900
V
TABLE OF CONTENTS ·
. SECTION 1
GENERAL
Paragraph Page
No. No.
I.I · · · · · · · · · · · · · · · · · · · · · · · · · ..... 1-1

1.3 Introduction . . . . . . . . . - • · · · · ·
Engine . . . . . . . . . . . . . . . . • ·• · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1-3
1.5 · · · · · · · · · · · · · · · · · · · · 1-3
Propeller . . . . . . . . . .. ... • · · · · · · · · · · · · ·
I. 7 · · · · · · · · · · · · · · · · · · · · · 1-3
Fuel . . . . . . . . . . . . . . . . . . . . • •· · · · · · · ·
1.9 · · · · · · · · · · · · · ............. . 1-4
Oil . . . . . . . . . . . . . . . . . . . . · · · · '
I. 11 · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1-4
1.13 Maximum Weights . . . . . . . . • • • • ·
Standard Airplane Weights . . . . . . • • · · · · · · · · · · · · · · · · · · · · .... ........
. . . . . 1-4
1.15 1-4
Baggage Space . . . · ·- . . . . . • • • · · · · · · · · · · · · •. · · · · · · · · · · · : : : .... , .
1.17 · · · · · · · · · · · · ....... . 1-4
Specific Loadings . . . . . . . . • : • · · · · · · ·. · · · · ·
I.I 9 Symbols, Abbreviations and Tennmology ... ••• • · · · · · · · · · · · · · · · .... . 1-5
1.21 Conversion Factors . . . . . . . . • • • • · · · · · · · · · · · · · · · · · · · · · · · · · · 1-9
REPORT: VB-900
1-i
PIPER AIRCRAF T CORPORATION SECTION 1
PA-llRT-3 00T, TURBO LANCED GENERAL
SECTION l
GENERAL
I.I INTRODUCTION
. This_ Pilot's Operating Handbook is degigned for maximum utilization as an operating guide for the
pilot. It includes the material required to be furnished to the pilot by FAR 23.1581 (b) (2) of FAR 23
Amendme nt 23-21 and FAR Part 21 Subpart.J. It also contains supplemental data supplied by the airplane
manufactu rer. ·
This handbook is not designed as a substitute for adequate and competent flight instruction ,
kno~Iedge of current airworthiness directives, applicable federal air regulations or advisory circulars. It is
not intended to be a guide for basic flight instruction or a training manual and should not be used for
operationa l purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsibility of the owner. The pilot in
command is responsible for determining that the airplane is safe.for flight. The pilot is also responsible for
remaining within the operating limitations as outlined by instrument markings, placards, and this
handbook.
Although the arrangement of this handbook is intended to increase its in-flight capabilities, it should
not be used solely as an occasional operating reference. The pilot should study the entire handbook to
familiariz.e himself with the limitations, performance, procedures and operational handling characteristics of
the airplane before flight~
The handbook has been divided into numbered (arabic) sections each provided with a "finger-tip " tab
divider for quick reference. The limitations and emergency procedures have been placed ahead of the
normal procedures , performance and other sections to provide easier access to informatio n that may be
required in flight. The "Emergenc y Procedures" Section has been furnished with a red tab divider to
present an instant reference to the section. Provisions for expansion of the handbook have been made by
the deliberate omission of certain paragraph numbers, figure numbers, item numbers and pages noted as
being intentional ly left blank.
REPORT: VB-900
ISSUED: MAY 1, 1978 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION
GENERA L PA-32RT -300T, TURBO LANCE II
t;:::=1r=a.=aa=··====:i\l
117'1.ZZ"
1 5'3 .75"
Wirig Area (sq. ft.) 174.5

Min. Turning Radius (ft.) 37.75
(from pivot point to wingtip)
i-----------32'9.14"----------i
1----------21' 11.11"---------i
mREEV IEW
Figure 1-1
REPORT : VB-900
ISSUED: MAY t. 1978
1-2
PIPER AIRCRAFT CORPORATION SECTION 1
PA-32 RT-300T, _
TURBO LANCE Il GENERAL
1.3 ENGINE
(a) Number of Engines

(b) Engine Manufactu rer Lycoming
(c) Engine Model Number TIC>540-S IAD
. Max. Cont. Power T.O. Power- 5 Min. Limit*
(d) Rated Horsepowe r 270 300
(e) Rated Speed (rpm) 2575 2700
(0 Maximum Manifold Pressure (in. Hg.) 33 36
(g) Bore (inches) 5.125
(h) Stroke (inches) 4.375
(i) Displacem ent (cubic inches) 541.5
(j) Compressi on Ratio 7.3:;
(k) Engine Type Six Cylinder, Direct Drive,
Horizontal ly Opposed, Air Cooled,
Turbocharg ed, Fuel Injected
1.S PROPELLER
(a) Number of Propellers I

(b) Propeller Manufactu rer Hartzell
( c) Blade Model F8477-4
(d) Number of Blades 2
(e) Hub Model HC-E2YR -IF
(0 Propeller Diameter (inches)
(I) Maximum 80
(2) Minimum 78
(g) Propeller Type Constant Speed,
Hydraulica lly Actuated
1.7 FUEL
(AVGAS ONLY)
(a) Fuel Capacity (U.S. gal) (total) 98

(b) l.'sable Fuel ( U.S. gal) (total) 94
(c) Fuel Grade. Aviation
(I) Minimum Octane I00 , I JO Green
( ~) Specified Octane 100: I JO Green
( J) Alternate Fuels Refer to latest revision of
Lycoming Service Instruction 1070.
*Do not use Takeoff Power above 16,000 ft.
REPORT: VB-900
ISSUED: MAY I. 1978 1-3
REVISED : JULY 7, 1984
PIPER AIRCRAFT CORPORATION
. SECTION I PA-32RT-300T, TURBO LANCE ll
GENERAL
1.9 OIL
(a) Oil Capacity (U.S. quarts) 12

(b) Oil Specification Refer to latest issue of
Lycoming Service Instruction 1014.
(c) Oil Viscosity per Average Ambient Temp. for Starting
SINGLE MULTI
(1) Above 60°F so 40 or 50
(2) 30°F to 90 °F 40 40
(3) 0°F to 70° F 30 40 or 20W-30
(4) Below l0°F 20 20W-30
1.11 MAXIMUM WEIGHTS
(a) Maximum Takeoff Weight (lbs.) 3600

(b) Maximum Landing Weight (lbs.) 3600
FORWARD AFT
(c) Maximum Weights in Baggage Compartments 100 100
1.13 STANDARD _AIRPLANE WEIGHTS*
(a) Standard Empty Weight (lbs.): Weight of a

standard airplane including unusable fuel,
full operating fluids and full oil. 2082
(b) Maximum Useful Load (lbs.) : The difference
between the Maximum Takeoff Weight and
the Standard Empty Weight. 1518
1.1S BAGGAGE SPACE
FORWARD AFT
(a) Compartment Volume (cubic feet) 7.0 17.3
(b) Entry Width (inches) 16.0 48.0
(c) Entry Height (inches) 22 .0 26.0
1.17 SPECIFIC LOADING
(a) Wing Loading (lbs. per sq. ft.) 20.6

(b) Power Loading (lbs. per hp) 12.0
* These values are approximate andvary from one aircraft to another. Refer to Figure 6-5 for the Standard
Empty Weight value and the Useful Load value to be used for C.G. calculations for the aircraft specified.
REPORT: VB-900 ISSUED: MAY 1, 1978

1-4
PIPER AIRCRAFT SECTION 1
PA-llRT CORPORAT',ON
·300T, TURBO LANCE ll GENERAL
_l.l 9 SYMBOLS. ABBREVIATIONS AND TERMINOl.OGY
· ·d The fol19wing definitions are of symbols, abbreviations and terminology used throughout the
nan book and those which may be of added operational significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated speed of an a.ircraf~

corrected for position and instrument error. Calibrated airspeed is
equal to true .airspeed in standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in ..Knots."
GS Ground Speed is the speed of an airplane relative to the ground..
IAS Indicated Airspeed is the speed of an aircraft as shown on the

airspeed indicator when corrected for instrument enor. IAS values
published in this handbook assume zero instrument error.
KIAS Indicated Airspeed expressed in "Knots."
M Mach Number is the ratio of true a.mpeed to the speed of sotmd.
TAS 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.
Maximum Flap Extended Speed is the highest speed pennissiole

with wing flaps in a prescribed extended position.
Maximum Landing Gear Extended Speed is the maximum speed at

which an aircraft can be safely flown with the landing gear
extended.
Maximum landing Gear Operating Speed is the maximum speed at

which the landing gear can be safely extended or retracted.
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.
Vg Stalling Speed or the minimum steady flight speed at which the

airplane is controllable.
ISSUED: MAY 1. 1978 REPORT: VB-900

1-S
SECT ION I PIPER AIRC RAFT CORPORATION
GENE RAL PA-32RT-300T, TURB O LANCE II
Vso Stalling Speed or the minimum stead y 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 altitu de in the short est possible
horizontal
distance.
Vy Best Rate-of-Climb Speed is the airspeed which
delivers the
greatest gain in altitu de in the short est possible time.
(b) Meteorological Terminology
ISA Intern ation al Stand ard Atmo spher e in which:

The air is a dry perfect gas:
The temp eratu re at sea level is 15° Celsius (59° Fahre
nheit):
The pressure at sea level is 29.92 inches Hg. ( 1013.2 mb):
The temp eratu re gradi ent from sea level to the altitu
de at which
the temp eratu re is -56.5° C · (-69.7° F) is -0.001
98° C
(-0.003564° F) per foot and zero abov e that altitu de.
OAT Outsi de Air Temp eratu re is the free air static

temp eratu re,
obtai ned eithe r from inflig ht temp eratu re indic ation
s or ground
meteo rolog ical sources, adjus ted for instru ment
error and
compressibility effects.
Indic ated Pressure The numb er actua lly read from an altim eter when the
Altitu de barom etric
subscale has been set to 29.92 inches of mercury ( 1013.
2 millibars).
Pressure Altitu de Altitu de meas ured from stand ard sea-level pressure (29.9
2 in. Hg)
by a press ure or barom etric altim eter. It is the indic
ated pressure
altitu de corre cted for posit ion and instru ment error
. In this
hand book , altim eter instru ment error s are assumed to
be zero.
Statio n Pressure Actu al atmo spher ic press ure at field elevation.
Wind The wind velocities recor ded as variables on the chart

s of this
hand book are to be unde rstoo d as the headw ind
or tailwind
comp onen ts of the repor ted winds.
REPO RT: VB-900

1-6 ISSU ED: MAY 1, 1978
REV ISED : JULY 7, 1984
PIPER AIRC RAFT CORP ORAT ION
PA-l 2 RT-300T, TURBO ~CE Il SECTION l
GENERAL
(c) Power Terminology
Takeo ff Power Maximum power permissible for takeof f.

Maxim um Contin uous Maximum power permissible continuously during flight.
Power
Maximum Oimb Power Maximum power permissible during climb.

Maxim um Cruise Power Maximum ~wer permissible during cruise.
(d) Engine Instrum ents
EGTG auge Exhau st Gas Tempe rature Gauge
(e) Airplane Perfor mance and Flight.Planning Terminology
Climb Gradie nt · The demon strated ratio of the change in height during a portio n of
a climb, to the horizo ntal distance traversed in the same time
interval.
Demo nstrate d Crosswind The demon strated aossw ind velocity is the veloci ty of the
Veloci ty crosswind compo nent for which adequa te contro l of the airplane
during takeof f and landing was actuall y demon strated during
certification tests.
Accelerate-Stop Distan ce The distance required to accelerate an airplane to a specified speed
and, assuming failure of an engine at the instan t that speed is
attaine d, to bring the airplane to a stop.
MEA Minimum en route IFR altitud e.
Route Segment A part of a route. Each end of that part is identif ied by: ( 1) a
geographical locatio n; or (2) a point at which a definit e radio fix
can be established.
\ '
ISSUED: MAy 1. 1978

, I
REPO RT: VB-900
1-7
GENERAL PA-32RT-300T, TURBO LANCED
(0 Weight and Balance Terminology (

Reference Datum An imaginary vertical plane from which all horizontal distances are
measured for balance purposes.
Station A location along the airplane fuselage usually given in terms of

distance from the reference datum.
Arm The horizontal distance from the reference datum to the center of
gravity (C.G.) of an item.
Moment The product of the weight of an item multiplied by its arm.

(Moment divided by a constant is used to simplify balance
calculations by reducing the number of digits.)
Center of Gravity The point at which an airplane would balance if suspended. Its
(C.G.) distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.
C.G. Arm The arm obtained by adding the airplane's individual moments and
dividing the sum by the total weight.
C.G. Limits The extreme center of gravity locations within which the airplane
must be operated at a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been completed in
accordance with ,governmental regulations.
Standard Empty Weight Weight of a standard airplane including unusable fuel, full
operating fluids and full oil.
Basic Empty Weight Standard empty weight plus optional equipment.
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp weight if applicable,

and basic empty weight.
Maximum Ramp Weight Maximum weight approved for ground maneuver. (It includes
weight of start, taxi and run up fuel.)
Maximum Takeoff Maximum weight approved for the start of the takeoff run.
Weight
Maximum Landing Maximum weight approved for the landing touchdown.

Weight
Maximum Zero Fuel Maximum weight exclusive of usable fuel.

Weight
REPORT: VB-900 I~UED: MAY 1, 1978

1-8
PA-l 2 RT-300T, TURBO LANCE II GENERAL
1 21 CONVERSION FACTORS
·
MULTI PLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
acres 0.4047 ha cubic inches (cu. in.) 16.39 -5 cm 3
43560 sq. ft. 1.639 X 10 ml
0.0015625 sq. mi. 5. 787 X J0-4 cu. ft.
0.5541 fl. oz.
atmosph eres (atm) 76 cm Hg 0.01639 1
3
29.92 in. Hg 4.329 X 10" U.S. gal.
1.0133 bar 0.01732 U.S. qt.
1.033 kg/cm 2 •
14.70 lb./sq. in. cubic meters (ml) 61024 cu. in.
2116 lb./sq. ft. 1.308 cu. yd.
35.3147 cu. ft.
bars (bar) 0.98692 atm. 264.2 U.S. gal.
14.503768 lb./sq. in.
cubic meters per 35.3147 cu. ft./min.
British Therma l Unit 0.2519958 kg-cal minute (m 3 /min.)
(BTU)
cubic yards (cu. yd.) 27 cu. ft.
centime ters (cm) 0.3937 in. 0.7646 ml
0.032808 ft. 202 U.S. gal.
centime ters of 0.01316 atm degrees (arc) 0.01745 radians

mercury at 0°C 0.3937 in. Hg
(cm Hg) 0.1934 lb./sq. in. degrees per second· 0.01745 radians/ sec.
27.85 lb./sq. ft. (deg./sec.)
135.95 k.g/m 2
I
drams, fluid (dr. fl.) 0.125 fl. oz.
centime ters per 0.032808 ft./sec. ·
second (cm/sec .) 1.9685 ft./min. drams, avdp. 0.0625 oz.avdp .
0.02237 mph (dr. avdp.)
cubic centime ters 0.03381 fl. oz. feet (ft.) 30.48 cm

(cm 3 ) 0.06102 cu. in. 0.3048 m
5
3.531 X 10" cu. ft. 12 in.
0.001 I 0.33333 yd.
2.642 ~ 10 ... U.S. gal. 0.0606061 rod
1.894 X 10-4 mi.
cubic feet (cu.ft.) 28317 cm 3 1.645 X 10-4 NM
0.02831 7 ml
1728 cu. in. feet per minute 0.01136 mph
0.03703 7 cu. yd. (ft./min .) 0.01829 km/hr.
7.481 U.S. gal. 0.508 cm/sec.
28.32 1 0.00508 m/sec.
I
cubic feet per minute 0.472

1/sec. .
0.02831 7 ml /min.
(cu. ft./min. )
ISSUED: MAY 1, 1978 REPORT: VB-900

1-9
PIPE R AIR CRA FT COR POR ATIO N
SEC TION I PA-3 2RT -300 T. TUR BO LAN CED
GENERAL
BY TO OBTAIN
BY TO OBTAIN MULTIPLY
MULTIPLY
2.471 acres
0.6818 mph hectares (ha) sq. ft.
feet per second 107639
~(ft./sec.) 1.097 km/h r. 10000 m2
30.48 cm/sec.
0.5921 kts. 3300 0 ft.-lb./min .
horsepower (hp)
550 ft.-lb./sec.
foot-pounds (ft.-lb.) 0.13 8255 4 m-kg m-kg/sec.
kg-cal 76.0 4
3.24 X 10" 1.014 metric hp
foot-pounds per 3.03 0 X 10"5 hp
horsepower, metric 75 m-kg/sec.
minute (ft.-lb./m in.) 0.9863 hp
5
foot-pounds_per 1.818 X 10" hp
inches (in.) 25.4 0 mm
second (ft.-lb./sec.) 2.54 0 cm
0.02 54 m
gallons, Imperial 277. 4 cu. in. ft.
U.S. gal. 0.08 333
(Imperial gal.) 1.201 0.02 7777 yd.
4.54 6 I
inches of merc ury 0.033421 atm
gallons, U.S. dry 268. 8 cu. in. lb./sq. in.
1.556 X 10 "
1
cu. ft. at 0 °C (in. Hg) 0.49 12
(U.S. gal. dry) 70.73 lb./sq. ft .
1.164 U.S. gal. kg/m 2
I 345. 3
4.40 5 2.54 0 cm Hg
25.4 0 mm Hg
gallons, U.S. liquid 231 cu. in.
(U.S. gal.) 0.13 37 · cu. ft. m-kg
3 inch-pounds (in.-lb.) 0.01 1521
4.951 X 10" cu. yd.
3785 .4 cm 3 lb.
3 3 . kilograms (kg) 2.20 4622
3.78 5 X 10 " m oz. avdp.
35.2 7
3.78 5 1 g
1000
0.83 268 Imperial gal.
128 fl. oz. BTU
kilogram-calories 3.96 83
(kg-cal) 3087 ft.-lb.
gallons per acre 9.35 3 }/ha 426. 9 m-kg
(gal./acre)
kilograms per cubi c 0.06 243 lb./c u. ft.
grams (g) 0.001 kg g/cm 3
0.35 27 . •3 oz. avdp . · mete r (kg/ m 3 ) 0.001
2.205 X 10 . lb. 0.89 2 lb./a cre
kilograms per
0.1 kg/m hect are (kg/ ha)
grams per cent imet er 2
(g/c m) 6.72} X 10" Jb./f t. atm
3
5.601 x 10· lb./i n. kilograms per square 0.96 78
cent imet er (kg/ cm ) 28.9 6
7 in. Hg
14.2 2 lb./s q. in.
grams per cubi c 1000 kg/m 3 lb./s q. ft.
3 lb./c u. in. 2048
cent imet er (g/cm ) 0.03 613
62.4 3 lb./c u. ft.
ISSUED: MAY 1, 197 8

REPORT: VB-900
1-10
SECTION 1
PIPER AIRCRAFT CORPORAnoN GENERAL
PA-32RT-300T, TURBO LANCE ll
MULTIPLY MULTIPLY BY TO OBTAIN

BY TO OBTAIN
kilograms per square meters per minute 0.06 k_m /hr.

2.896 10·3 in. Hg
X
meter (kg/m 2 ) 1.422 10.J lb./sq. in.
X (m/min.)
0.2048 lb./sq. ft.
meters per second 3.280840 ft./sec.
kilometers (km) 1 X 10"5 cm (m/sec.) 196.8504 ft./min.
3280.8 ft. 2.237 mph
0.6214 mi. 3.6 km/hr.
0.53996 NM 5
microns 3.937 X 10· in.
kilometers per hour 0.9113 ft./sec.
(km/hr.) 58.68 ft./min. miles, statute (mi.) 5280 ft.
0.53996 kt 1.6093 km
0.6214 mph 1609.3 m
0.27778 m/sec. 0.8684 NM
16.67 m/min.
miles per hour 44.7041 cm/sec.
knots (kt) 1 nautical mph 4.470.X 10 ·l
(mph) m/sec.
1.689 ft./sec. 1.467 ft./sec .
1.1516 statute mph 88 ft./min.
1.852 km/hr. 1.6093 km/hr.
51.48 m/sec. 0.8684 kt
liters (1) 1000 cm 3 miles per hour 2.151 ft./sec. sq.
61.02 cu. in. square (m/hr. sq.)
0.03531 cu. ft.
33~814 n. oz. millibars 2.953 X 10°
2
in.Hg
0.264172 U.S. gal.
0.2200 lmperi~ gal. millimeters (mm) 0.03937
1.05669 qt. in.
millimeters of 0.03937 in.Hg
liters per hectare 13.69 fl. oz./acre mercury at 0°C
(I/ha) 0.107 gal./acre (mm Hg)
liters per second 2.12 cu. ft./min: nautical miles
(I/sec.) 6080 ft.
(NM) 1.1516 statute mi.
meters (m) 39.37 in. 1852 m
3.280840 ft. 1.852 km
1.0936 yd.
ounces, avdp. 28.35 g
0.198838 _. rod
(oz. avdp.) 16
1
ti~;6x x ~o .. ~t ounces, fluid 8
dr. avdp.
dr. fl.
(fl. oz.) 29.57
meter-kilogram 7.23301 ft.-lb. cm 3
(m-kg) 86.798 in.-lb. 1.805 cu. in.
0.0296 I
0.0078 U.S. gal.
ISSUED: MAY 1, 1978

REVISED: SEPTEMBER 8, 1978 REPORT: VB-900
1-11
SECTIO N I PIPER AIRCR AFr CORPORATION
GENER AL PA-32RT-300T, TURBO LANCE II
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
ounces, flµid per 0.073 I/ha rod 16.5 ft.

~
acre (fl. oz./ 5.5 yd.
acre) 5.029 m
pounds (lb.) 0.453592 kg slug 32.174 lb.
453.6 g
3.108 X 10"2 slug square centimeters 0.1550 sq. in.
(cm 2) 0.0010 76 sq. ft.
pounds per acre 1.121 kg/ha
(lb./acre) square feet (sq. ft.) 929 cm 2
0.0929 03 m2
pounds per cubic 16.02 kg/m 3 144 sq. in.
foot (lb./cu. ft.) 0.1111 sq. yd.
2.296 X 10"5 acres
pounds per cubic 1728 lb./cu. ft.
inch Ob./cu. in.) 27.68 g/cm 3 square inches 6.4516 cm 2
3
(sq. in.) 6.944 X 10 " sq; ft.
pounds per square 0.1414 in. Hg
foot (lb./sq. ft.) 4.8824 3 kg/m 2 square kilometers 0.3861 sq. mi.
4.725 X 10_. atm (km 2)
pounds per square 5. 1715 cm Hg square meters (m 2) 10.76391 sq. ft.

inch (psi or 2.036 in. Hg 1.196 sq. yd.
lb./sq. in.) 0.0680 4 attn 0.0001 ha
0.0689 476 bar
703.1 kg/m~ square miles (sq. mi.) 2.590 1cm2
640 acres
quart, U.S. (qt.) 0.9463 5 1
57.749 cu. in. square rods (sq. rods) 30.25 sq. yd.
radians 57.30 deg. (arc) square yards (sq. yd.) 0.8361 m2
0.1592 rev. 9 sq. ft.
0.0330 579 sq. rods
radians per second 57.30 deg./sec.
(radians/sec.) 0.1592 rev ./sec. yards (yd.) 0.9144 m
9.549 rpm 3 ft.
36 in.
revolutions (rev.) 6.283 radians 0.1818 18 rod
revolutions per 0.1047 radians / sec.
minute (rpm or
rev./m in.)
revolutions per 6.283 radians/sec.

second (rev./sec.)

1-12
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 Markin~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.19 Types of Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.21 Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
223 Operating Altitude Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.25 Noise Level . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . . . . . . . . . . . 2-5
227 Fligh~ Wit:!1 ~e~ Cabin Door or Rear Cabin Door and Cargo Door Removed . . . . . . . . . . 2-5
2.29 Leaning Lintitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.31 Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
REPORT: VB-900
2-i
PIPER AIRCR AFr CORPO RATION SECTION 2
PA-JlR T-300T , TURBO LANCE II LIMITA TIONS
SECTION 2
LIMITATIONS
2.1 GENER AL
This section provides the '"FAA Approv ed" operatin g limitatio ns, instrum ent marking
s, color coding
and basic placards necessary for operatio n of the airplane and its systems.
Limitati ons associated with those optional systems and equipme nt which
require handboo k
supplem ents can be found in Section 9 (Supple ments).
2.3 AIRSPEED LIMITATIONS
SPEED KIAS KCAS

Never Exceed Speed (VNE) • Do not exceed this speed in
any operatio n. 191 189
Maximu m Structur al Cruising Speed (VNo)- Do not
exceed this speed except in smooth air and then only
with caution. 1S0 150
Design Maneuv ering Speed (VA) ., Do not make full or
abrupt control moveme nts above this speed.
At 3600 LBS. G.W. 132 132
At 2170 LBS. G.W. 107 109
CAUTIO N.
Maneuvering speed decreases at lighter weight as the effects of

aerody namic forces become more pronoun ced . .· Linear.
interpol ation may be used for interme diate gross weights.
Maneuvering speed should not be exceede d while operatin g in
rough air.
Maximu m Flaps Extende d Speed (VFE) - Do not exceed

this speed with the flaps extende d. 109 109
Maximw n Landing Gear Extensi on Speed - Do not exceed
this speed when extendin g the landing gear. 129 130
Maximu m Landing Gear Retracti on Speed - Do not exceed
this speed when retractin g the landing gear. 106 1
109
Maximu m Landing Gear Extende d Speed (Vu) - Do not
exceed this speed with the landing gear extende d. 129 130
ISSUED: MAY 1, 1978 -REPOR T: VB-900

REVIS ED: APRIL 21, 1981
2-1
LIMITA TIONS PA-32RT-300T, TURBO LANCE Il
25 AIRSPEED INDICATOR MARKINGS
MARKING IAS
Red Radial Line (Never Exceed) 191 KTS
Yellow Arc (Caution Range - Smooth Air Only) 150 KTS to 191 KTS
Green Arc (Normal Operating Range) 57 KTS to 150 KTS
White Arc (Flap Down) 52 KTS to 109 KTS
2.7 POWER PLANT LIMITATIONS
(a) Number of Engines I

(b) Engine Manufacturer Lycoming
(c) Engine Model No. TI0-540-SIAD
(d) Engine Operating Limits Max. Cont. Power T.O. Power - 5 Min. Limit*
( 1) Maximum Horse Power 270 300
(2) Maximum Rotation Speed (RPM) 2575 2700
(3) Maximum Oil Temperature ( 0 F) 245 245
(4) Maximum Manifold Pressure (in. Hg.) 33.0 . 36.0
( e) Oil Pressure
Minimum (red line) 25 PSI
Maximum (red line) 100 PSI /
(0 Fuel Flow/Pressure
Maximum (red line) . 41 gal/hr; 22 PSI
(g) Fuel Grade ( A VGAS only) (minimum octane) 100/130-Green
(h) Number of Propellers I
(i) Propeller Manufacturer Hartzell
(j) Propeller Hub and Blade Model HC-E24R-l ( ) F/F8477-4
(k) Propeller Diameter
Minimum 78 IN.
Maximum 801N.
(1) Blade Angle Limits
Low Pitch Stop 15.6° + 0.2°
High Pitch Stop 34; ± 1°
*Do not use Takeoff Power above 16,000 ft.

2-2 REVISED: JULY 7, 198 4
PA- 3 iRT- 3 00T, TURBO LANCED LThlITA TIONS
29
· POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer
Green Arc (Normal Operating Range) 500 to 2575 RPM
Yellow Arc (5 minute limit) 2575 to 2700 RPM
Red Line (Takeoff Power) 2700 RPM
(b) Manifold Pressure
Green Arc (Normal Operating Range) 11 to 33 In. Hg
Yellow Arc (5 minute limit) 33 to 36 In. Hg
Red Line (Takeoff Power) 36 In. Hg
(c) Oil Temperature
Green Arc (Normal Operating Range) 75 ° to 245 ° F
Red Line (Maximum) 245 ° F
(d) Oil Pressure
Green Arc (Normal Operating Range) 55 PSI to 90 PSI
Yellow Arc (Caution Range) (Idle) 25 PSI to 55 PSI
Yellow Arc (Caution Range) (Start and Warm Up) 90 PSI to 100 PSI
Red Line (Minimum) 25 PSI
Red Line (Maximum) 100 PSI
(e) Fuel Flow/Pressure
Green Arc (Normal Opera ting Range) 8 Gal./Hr. to 36 Gal./Hr.
Yellow Arc (5 minute limit) 36 Gal./Hr. to 41 Gal./Hr.
Red Line (Maximum) 41 Gal./Hr.: 22 PSI
(0 Exhaust Gas Temperature
Red Line (Maximum) 1650°F
(g) Cylinder Head Temperature
Green Arc (Normal Operating Range) 200 ° F to 475 ° F
Red Line (Maximum) 475 °F
2.11 WEIGHT LIMITS
(a) Maximum Weight 3600 LBS.

(b) Maximum Baggage (100 lbs. each compartment) 200 LBS.

2-3
SECTIO N 2 PIPER AIRCRA FT CORPO RATION
LIMITATIONS PA-32RT-300T, TURBO LANCE Il
2.13 CENTER OF GRAVITY LIMITS
Weight Forward Limit Rearwar d Limit

Pounds Inches Aft of Datum Inches Aft of Datum
3600 91.4 95.0
2900 80.0 95.0
NOTES
Straight line variatio n between points given.
The datum used is 78.4 inches ahead of the wing leading edge at
the intersec tion of the straight and tapered section.
It is the responsi bility of the airplane owner and the pilot to insure
that the airplane is properly loaded. See Section 6 (Weight and
Balance ) for proper loading instruct ions.
2.1 S MANEUVER LIMITS
No acrobati c maneuv ers includin g spins approve d.
2.17 FUGHTLOADFACTORS
(a) Positive Load Factor (Maxim lDll)

3.8G
(b) Negative Load Factor (Maxim wn) No inverted maneuve rs approve d
(c) Positive Load Factor - Flaps Down (Maxim um)
(d)
2.0G
Negativ e Load Factor- Aaps Down (Maxim um) No inverted maneuve rs approve d
2.19 TYPES OF OPERATIONS
The airplane is approve d for the followin g operatio ns when equippe d in accordan
ce with FAR 91 or
FAR 135.
(a) Day V .F .R.

(b) Night V.F.R.
(c) - Day 1.F.R.
(d) Night I.F.R.
(e) Non icing
REPORT: VB-900 ISSUED : MAY 1, 1978

2-4
PIPER AIRCRAF[' CORPORATION SECTION 2
PA-J 2 RT-300T, TURBO LANCED LIMITATIO NS
2·21 FUEL L™ITATION

S
(a) Total Capacity 98 U.S. GAL.
(b) Unusable Fuel 4 U.S. GAL.
The unusable fuel for this airplane has been determined
as 2.0 gallons in each wing in critical flight attitudes (2.0
gallons is the total per side, each side having two interconnecte d
tanks).
(c} Usable Fuel 94 U.S. GAL.
The usable fuel in this airplane has been detennined as 47 .0
gallons in each wing ( 47 .0 gallons is the total per side, each
side having two interconnecte d tanks).
2.23 OPERATING ALTITUDE L™ITATIONS
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 F.A.R. 23.1441 and avionics in accordance with F .A.R. 91 or
F.A.R. 135.
2.25 NOISE LEVEL.
The noise level of this aircraft is 78.6 dBA.
No determination has been made by the Federal Aviation Administratio n 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 notwithstandi ng the noise level stated above has been verified by and approved
by the Federal Aviation Administratio n in noise level test flights conducted in accordance with F.A.R. 36,
Noise Standards - Aircraft Type and Airworthiness Certification. This aircraft model is in compliance with
all F.A.R. 36 noise standards applicable to this type.
2.27 FLIGHT WITH REAR CABIN DOOR OR REAR CABIN DOOR AND CARGO DOOR REMOVED
The following limitations must be observed in the operation of this airplane with the rear cabin door
of rear cabin door and cargo door removed:
(a) Toe airplane may be flown with the rear cabin door or rear cabin door and cargo door removed.
Flight with the front door removed is not approved.
(b) Maximum speed - 144 KIAS
(c) No smoking.
(d) All loose articles mmt be tied down and stowed.
(e} Jumper's static lines must~ kept fr~ _of pilot's controls and control surfaces.
(0 Operation approved VFR flight conditions only.

2-5
SECT ION2 PIPER AIRC RAFT CORP ORAT ION
LIMITATIONS
PA-32 RT-30 0T, TURB O LANCE II
2.29 LEANING LIMITATIONS
(a) Aircraft should not be leaned during climbs with maximum

continuous power or above .
(b) Do not lean to best economy at 81% at any altitude.
(c) Do not lean to best economy at 75% at altitudes of
18,000 ft. and above with optional air
conditioner installed. ·

2-6
PA-3iRT-300T, TURBO LANCE II LIMITATIONS
2.31 PLACARDS
In full view of the pilot:
"THIS AIRPLANE MUST BE OPERATED AS A NORMAL

CATEGORY AIRPLANE IN COMPLIANCE WITH THE
OPERATING LIMITATIONS STATED IN THE FORM OF
PLACARDS, MARKINGS AND MANUALS. NO ACROBATIC
MANEUVERS INCLUDING SPINS, APPROVED."
THIS AIRCRAFT APPROVED FOR V.F.R. , I.F.R., DAY AND

NIGHT NON-ICING FLIGHT WHEN EQUIPPED IN
ACCORDANCE WITH FAR 91 OR FAR 135.
In full view of the pilot, the following takeoff and landing check lists will be installed :
TAKEOFF CHECK LIST
Fuel on Proper Tank Cowl Flaps - Open Flaps - Set

Electric Fuel Pump - On Mixture - Set Trim Tab - Set
Engine Gauges - Checked Propeller - Set Controls - Free
Alternate Air- Closed Fasten Belts/Harness Doors - Latched
Seat Backs Erect Air Conditioner - Off
LANDING CHECK LIST

Fuel on Proper Tank Cowl Flaps - Open
Seat Backs Erect Gear Down (129 KIAS Max.)
Fasten Belts/Harness· Mixture - Rich
Flaps - Set (White Arc)
Propeller - Set
Electric Fuel Pump - On 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
132 KIAS AT 3600
LBS. (SEE A.F .M.)
On the instrument panel in full view of the pilot:
.. DEMONSTRATED CROSSWIND COMPONENT 17 KTS"

2-7
SECTION 2 PIPE R AIR CRA FT COR POR ATI ON
LIM ITA TIO NS PA-32RT-JO0T, TUR BO LAN CE II
In full view of the pilot: (For operation with the

rear door removed)
~FOR FLIG HT WITH THE DOO R REMOVE
D,
LIMITATIONS AND PRO CED URE S SECTIO SEE THE
NS OF THE
AIR PLA NE FLIG HT MANUAL."
On instrument panel in full view of the pilot:
"GE AR DOWN 129 KIA S (MA X)"

.. GEA R UP 106 KIA S (MA X)"
.. EXT END ED 129 KIA S (MA X)"
Near emergency gear lever:
"EM ERG ENC Y DOW N"

Near emergency gear lever: (aircraft equipped with
backup gear extender)
..OVE RRI DE ENG AGE D
TO ENGAGE OVE RRI DE:

LEV ER UP, LATCH DOW N
TO REL EAS E OVE RRI DE:
LEV ER FUL L UP & REL EAS E"
On gear override latch: (aircraft equipped with
back up gear extender)
"GE AR OVE RRI DE LAT CH"
Nea r gear selector switch:
..GEA R UP 106 KIA S MA X..

.. DOW N L29 KIA S MAX..
Adjac~nt to uppe r door latch (fron t and rear door
s):
"EN GAG E LATCH BEF ORE FLIG HT"
On the instrument panel in full view of the pilot
:
...WA RNI NG - TUR N OFF STR OBE LIG HTS WH EN
TAX llNG IN VIC INIT Y OF OTH ER AIR CRA
FT,
FLIG HT THR OUG H CLO UD, FOG OR HAZ OR DUR ING
E."
REP ORT : VB-900

2-8 ISSU ED: MA Y 1, 1978
REV ISED : JAN UAR Y 31, 1987
PIPER AIRCRAFT CORPORATI ON
SECTION 2
PA-JiRT-JOO T, TURBO LANCE Il
LIMITATION S
~n 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 PERFORMAN CE."
On the .inside of the forward baggage compartment:
"MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. SEE THE

LIMITATIONS SECTION OF THE AIRPLANE FLIGHT MANUAL."
On aft baggage closeout:
"MAXIMUM BAGGAGE THIS COMPARTMENT 100 LBS. NO

HEAVY OBJECTS ON HAT SHELF."
On storm window:
"DO NOT OPEN ABOVE 129 KIAS"
Adjacent to fuel tank filler caps:
"FUEL - 100/130 AVIATION GRADE - USABLE CAPACITY

47.0 GAL."
On the face of the tachometer:
"AFTER 5 MIN.
REDUCE POWER TO
2575 RPM & 33 IN. HG."
Above the EGT gauge:
"FOR ALTITUDE LEANING LIMITATIONS

SEE AIRPLANE FLIGHT MANUAL."
On executive writing table:
"CAUTION - THIS TABLE MUST BE STOWED DURING

TAKEOFF AND LANDING."

REVISED: sEP'fEMBER 8, 1978 2-9
TABLE OF CONTENTS
SECTION 3
EMERGENCY PROCEDURES
Paragrap h
No. Page
No.
3.1 General . . . . . . . . . . . . . . . . . ; . . . . . • . . • • • • · · • · · · · · · · · · · · · · 3-1
3.3 Emergen cy Procedu res Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . · · · · ·
3.5 . ... . 3-3
Amplifi ed Emergency Procedu res (General) . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.7 E ngin
. e F"ire Dunng . ... .
· Start . . . . . . . . . . . . . . . . . . . . . . . . .
3.9 E ngine
. Power Loss D\UlJlg · Takeoff . . . . . . .. . . . . . . . . . . . . . . . . . . • . . • •••• 3-7
3.11 . . . . ·. . . . . . . . . . . . 3-7
Engine Power Loss In Flight (After Power Reducti on) . . . . . . . . . . . . . . . . . .
3.13 .... . 3-8
Engine Power Loss In Flight (General) . . . . . . . . . . . . . . . . . . . . . . : . . . .
3.1 S . . . . • 3-8
Power Off Landing . . . . . . . . . . . . . . . . . . . . • . · . . . . . . . . . . . • • • •
3.17 • • • • •· 3-9
Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . · · · · · · · · · · · 3-10
3.19 Loss of Oil Pressure ·. . . . . . . . . . . . . . . · . . . . . . . . . . . . . . . . . . · . . . . . . · · · ·
3.21 . . . . . 3-11
Loss of Fuel Flow . · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.23 . . . . . 3-11
Engine Fuel Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.25 . . . . . 3-11 ·
High Oil Temper ature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.27 . 3-12
High Cylinde r Head Temper ature . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . 3-12
3.29 Alterna tor Failure . . . . . . . . . . . .. ·. . . . . . . . . . . . . . . . . . . . . . . • .
. . . . . 3-12
3.31 Turboch arger F afl:ure . • • • . . . . . • • . . . . • • . • • .· . • • . . • . . • . . . . . • .
3.33 Propelle r Overspeed . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . .
•. . •. 3-12
. . . . . 3-13
3.35 Emerge ncy Landing Gear Extensio n . . . . . , . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 3-13
3.37 Spin Recovery . . . . · . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .
. . . . .
Open Door . . . . . . . . . . . . . . . . . . · . . . . • . . . . . . . . . . . . . . . . . . . . 3-13
3.39 . ·. . . .
Engine Roughness . . . . . . . . . . . . . . . _. . . ~ . . . . · . . . . . . . . . . . . . . . 3-13
3.41 . . . . .
Emerge ncy Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3.43 . . . . . 3-14
REPOR T: VB-900
3-i
p A-32 RT-300T, TURBO LANCE II EMERGENCY PROCEDURES
SECTION 3
3.1 GENERAL
!he 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 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 proced.ures 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_th_is 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: MAY l, 1978 REPORT: VB-900

REVISED: JULY 7, 1984 3-1
SECTION 3 PIPER AIRCR AFT CORPORATION
EMERGENCY PROCEDURES PA-32R T-300T . TURBO LANCE II
nns PAGE INTENTIONALLY LEFT BLANK
REPOR T: VB-900
3-2 ISSUED: MAY 1, 1978
PA-3 lRT-300T, TURBO LANCE II NORMAL PROCEDURES
3 .3 EMERGENCY PROCEDURES Mixture ................... adjust as necessary

CHECK
LIST Alternate air ........................ .. OPEN
Engine gauges ............. check for indication
ENGINE FIRE DURING START of cause of power loss
If no fuel flow is indicated, check tank selector
Starter . · • • • . . . . . . . . . . . . . . . . . . . . cran k engine · position to be sure it is on a tank containing fuel.
Mixture ........................ .. idle cut-off When power is restored:
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open Alternate air ....................... CLOSED
Electric fuel pump ...................... OFF Electric fuel pump ..............., . . . . . . . 0 FF
Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If power is not restored, prepare for power off
Abandon if fire continues landing.
ENGINE POWER LOSS DURING TAKEOFF POWER OFF LANDING
If sufficient runway remains for a normal landing,

leave gear down and land straight ahead.
On aircraft equipped with backup gear extender,
lock emergency gear lever in OVERRIDE
I
ENGAGED position before airspeed drops to 106
If area ahead is rough, or if it is necessary to clear KIAS to prevent landing gear from inadvertently
obstructions: free falling.
Gear selector switch .........••............ UP
Emergency fear lever (aircraft equipped with
backup gear extender) ... latched in OVERRIDE
I Trim for 92 KIAS.
Locate suitable field.
Establish spiral pattern. 1000 ft above field at
ENGAGED position downwind position for normal landing approach.
When field can easily be reached slow to 76 KIAS
If sufficient altitude has been gained to attempt a for shortest landing.
restart:
Maintain safe airspeed · CAUTION
Fuel selector ..... ~ ..........••• switch to tank
containing fuel , When C.G. is forward of 82 inches,
Electric fuel pump •.............•... check ON use 90 KIAS approach speed.
Mixture .............. ; ......•.... check RICH
Alternate air ........................ .. OPEN _ Touchdowns should normally be made at lowest
Emergency gear lever .........•..... as required possible airspeed with full flaps.
If power is not regained, proceed with power off
landing. GEAR DOW~ LANDING
For gear down landing, proceed as follows when

ENGINE POWER LOSS IN FLIGHT (AFTER committed to landing:
POWER REDUCTION) La~~ing Gear Selector ................ DOWN
Igmtion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mixture . . . . . . . . . . . . . . . . . . . . Lean until engine Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
restarts-maintain. Fuel selector ................. . .·. . . . . . . . o FF
at least 13500 F EGT Mixture •.....•................. .. idle cut-off
If power is not restored - sec POWER LOSS IN Seat belt and harness ...-.................. tight
FLIGHT (GENERAL)
GEAR UP LANDING
ENGINE POWER LOSS IN FLIGHT For gear up landing, proceed as follows when
(GENERAL) committed to landing:
Ignition . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 FF
Fuel selector ..•. ~ . . . . . . . . . . . . . . switc~ _to tank Master switch . . . • • . . . . . . . . . . . . . . . . . . . . . OFF
contammg fuel Fuel selector . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Electric fuel pump • • · · • · · · · · · · · · · · · · • • • • • ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . idle cut-off
Seat belt and harness ..................... tight
REVISED: JANUARY 31, 1~87
3-3
SECTION 3 PIPER AIRCRAFI CORPORATION
EMERGENCY PROCEDURES PA-J2RT-300T, TURBO LANCE II
FIRE IN FLIGHT
IBGH OIL TEMPERATURE
Source of fire . . . . . Land at nearest airp ort and investigate
. . . .. . . check
the pro blem .
Electrical fire (smoke in cabin): Prepare for pow er off landing. _
Master switch . . . . . . . . . . . . .
. . . . . . OFF
Vents . .. .. . . .. .. . . . . . . . . IBGH CYLINDER HEAD TEM PER ATU
. . . . . open RE
Cabin hea t . . . . . . . . . . . . . . . .
. . . . . OFF
Land as soon as practicable. Cowl flaps . . . . . . . . . . . . . . .
. . . . . OPE N
Power . . . . . . . . . . . . . . . . .
Engine fire : . . . . . redu ce
Fue l selector . . . . . . . . . . . . . . Land at nearest airp ort and investigate
. . . . . OFF- prob lem .
Thr ottl e . . . . . . . . . . . . . . . .
. . . CLOSED
Mixture . . . . . . . . . . . . . . . .
. . idle cut- off
Elec tric fuel pum p . . . . . . . . . . .
. che ck OFF ALTERNATOR FAILURE
Hea ter and defr oste r . . . . . . . . .
. . . . . . OFF
Pro ceed with pow er off landing procedu
re. Verify Failure
Reduce electrical load as muc h as poss
ible.
LOSS OF OIL PRESSURE Alte rnat or circuit breakers . . : . . .
. . . . che ck
Alt switch . .. . . . . . . . .. OFF (for
1 seco nd) ,
Lan d as soo n as possible and investigate then ON
cause. If no out put :
Prep are for pow er off landing.
Alt switch . . . . . . . . . . . . . . . .
. . . . . OFF
LOSS OF FUEL FLOW Reduce electrical load and land as soo
n as prac tica l.
Elec tric fuel pum p . . . . . . . . . . If batt ery is fully discharged, the gea
. . . . • . .ON r will have to
Fue l sele ctor . . . . . . . . . . .. . be lowered using the emergency gea
che ck on tank r exte nsio n
containing useable fuel procedure. Position lights will not illum
inate.
ENGINE DRIVEN FUEL PUMP FAILUR TIJRBOCHARGER FAILURE

E
Thr ottl e . . . . . . . . . . . . . . . . Manifold pressure . . . . . . . . . . . . . . . . che ck
. . . . . retard
Electric fuel pum p . . . . . . . . . . Thr ottl e . .. .. .. . .. . . . . . full FOR WA RD
. . . . . . .ON
Thr ottl e . . . . . . . . . . . . .. . rese Propeller . . . . . .... . ... .· . full FOR WA RD
t as required Mixture .. .. . . . . . ... . . adju st as requ ired
CAUTIONS Check for Qil smo ke trail from exh aus

t - if evid ent,
If norm al engine ope ratio n and fuel oil from turb o seal flowing into indu
ctio n system.
flo w is not imm edi ate ly
re-e stab lish ed, the electric fuel EGT . . . . . . . . . . . . . . . , . . .
. . . mon itor
pum p sho uld be turn ed OFF .
Lan d at nearest airp ort and investigate
cause.
The lack of a fuel flow indication whi
le the electric
fuel pum p is on cou ld indicate a leak
in the fuel
system or fuel exh aust ion.
REPORT: VB-900
3-4 ISSUED: MAY 1, 197 8
SECTIO N3
PIPER AIRCRA FT CORPORATION
EMERG ENCY PROCEDURES
PA-32RT-300T, TURBO LANCE II
PROPEL LER OVERSPEED OPEN DOOR
Throttle ................................................................. retard If both upper and side latches are open, the door will
Oil pressure ..........................................................check trail slightly open and airspeeds will be reduced
Prop control ................................full DECREASE rpm slightly.
then set if any
control available To close the door in flight:
Airspeed .............................................................. reduce Slow airplane to 87 K.IAS
............................................ close
Throttle ...................... ;................. as required to remain · Cabin vents ................
below 2700 rpm Storm window ................ ............... ........................open
EMERG ENCY LANDING GEAR EXTENSION If upper latch is open .............................................latch

If side latch is open ................ ..... pull on armrest while
moving latch handle
Prior to emergency extension procedure: to latched position
Master switch ................................................check ON
Circuit breakers ....................................................check
Radio Ii g hts .......................................... 0 ff(.ID daytlille. ) If both latches are open ........................ .latch side latch
................ ............. check then top latch
Gear indicator ·bulbs ................
If landing gear does not check down and locked: EMERGENCY DESCEN T
Airspeed ...............................................below 87 KIAS
Landing gear selector ........................................DOWN A malfunct ion of the oxygen system requires an
Emergenc y gear lever (on aircraft with backup gear immediate descent to an altitude at or below 12,500
extender) ................................ OVERRIDE ENGAGED feet.
(while fish tailing airplane)
NOTE
If landing gear still does ·not check down and locked:
Landing Gear Pump Circuit Breaker...................PULL I Time of useful consciou sness at
Emergenc y gear lever ........Hold emergency gear lever 20,000 ft is approxim ately 10
in the EMERGENCY DOWN minutes. In the event an emergenc y
position, while fish tailing airplane descent becomes necessary :
until gear is down and locked (under-
normal conditions will take approx. Throttle .......................................................... 10 in. Hg.
1O seconds to be down and locked) Prop control ......................................... full INCREA SE
Cowl flaps ........................................................... closed
If all electrical power had been lost, the landing gear Gear and flaps ...............................DOWN (109 K.IAS)
must be extended using the above procedures. The Mixture ........................................lean for 1350°P EGT
gear position indicator lights will not illuminate . Descend at 109 KIAS
SPIN RECOVE RY
Throttle ............................... ..idle, adjust after recovery

Ailerons·······························. ······························neutral
Rudder ..... -.............................. ...............full opposite to
direction of rotation
Control wheel.. ........ after 1/4 turn, briskly full forward
Rudder ................ ............... neutral (when
rotation stops)
Control wheel .......................... as required to smoothly
regain level flight attitude
REPORT: VB-900
ISSUED: MAY 1, 1978 3-5
REVISE D: JUNE 7, 2002
SECTION 3 PIPER AIRCRAF f CORPORA TION
EMERGEN CY PROCEDURES PA-32RT-300T, TURBO LANCE II
THIS PAGE INTENTIO NALLY LEFT BLANK

3-6
PA-JlRT-300T, TURBO LANCE 11 NORMAL PROCEDURES
3- 5. AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
· . Th_e foll~ing 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.
. .
If 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 valve 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 gcardown and land straight
ahead.
If 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 backup gear extender, latch the emergency gear lever in the
.. OVERRIDE ENGAGED" position.
I
If sufficient altitude has been gained to attempt a restart, maintain a safe airspeed and switch the fuel
selector to another tank containing fuel. Check the electric fuel pump to ensure that it is ON and that the
mixture is .. RICH". The alternate air should be "OPEN". I
On aircraft equipped with the backup gear extender, the landing gear will extend automatically when I
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 latching
the emergency gear lever in the "OVERRIDE ENGAGED~ position. I
If engine failure was caused br fuel exha~tion, power will not be regained after switching fuel tanks until
the empty fuel lines arc filled. This may requue up to ten seconds.
If power is not regained, proceed with the Power Off Landing procedure (refer to the emergency check list
and paragraph 3. 15).
ISSUED: MA y 1, 1978 REPORT: VB-900

REVISED: JANUARY 31, 1987 3-7
SECTION 3
EMERGENCY PRO CED URE S PIPE R AIRC RAF I' COR POR ATIO N
PA-3 2RT- 300T , TUR BO LAN CE II
3.11 ENGINE POWER LOSS IN FLIGHT (AFT ER

POWER RED UCT ION)
· Engine powe r loss after powe r redu ction from
is~usually caus ed by an over rich mixt ure. clim b to cruise pow er or from cruis e to desc ent pow
er
For cruis e powe r lean mixt ure to best powe r or best

econ omy as desired.
For desc ent powe r main tain at least 1350 ° F EGT
and 1S inche s Hg mani fold pressure.
If pow er is not resto red see Engi ne Pow er Loss In
Flight (General).
3.13 ENGINE POWER LOSS IN FLIGHT (GEN

ERAL)
Com plete engin e . powe r loss is usua lly cause d
by fuel flow inter rupti on and powe r will be resto
shor tly after fuel flow is resto red. If pow er loss red
occu rs at a low altitu de, the· first step is to prep are
emer genc y landi ng (refe r to parag raph 3.15 ). An for an
airsp eed of at least 87 KIAS shou ld be main taine
d.
If altitu de perm its, switc h the fuel selec tor to
pum p ..ON. " Mov e the mixt ure cont rol to ..RICHanot her tank conta ining fuel and tum the elect ric fuel
" and the alter nate air to ..OPE N." Chec k the engin
gauges ·for an indic ation of the cause of the powe e
posit ion to be sure it is on a tank conta ining fuel. r loss. If no fuel flow is indic ated, chec k the tank selec tor
When powe r is resto red move the alter nate air

fuel pum p and adju st the mixt ure cont rol as nece to the "CLO SED " posit ion, tum ..OFF " the elect
ssary. ric
If the prece eding steps do not resto re powe r, prep

are for an emergency landing.
· If time perm its, tum the ignit ion switc h to ..L"
then t9 "R" then back to ..BOT H." Move the throt
and mixt ure cont rol levers to diffe rent settin gs. tle
This may resto re powe r if the prob lem is too rich
lean a ·mixt ure or if there is a parti al fuel syste or too
m restr ictio n. Try othe r fuel tanks . Water in the
take some time to be used up, and allowing the fuel coul d
engine to windmill may resto re powe r. If pow er loss
to wate r, fuei flow indic ation s will be norm al. is due
If engin e failure was caused by fuel exha ustio n, powe

until the emp ty fuel lines are filled. This may requ r will not be resto red after switc hing fuel tank s
ire up to ten seconds.·
If pow er is not regained, proc eed with the Powe
r Off Landing proce dure (refe r to the emergenc
chec k list and parag raph 3 .1 5 ). y
REPORT: VB-9 00
3-8 ISSUED: MAY 1, 1978
PIPER AIRCRAFT CORPORATION SECTIONJ
PA-32RT-300T, TURBO LANCE Il EMERGENCY PROCEDURES
3.1s POWER OFF LANDING

On aircraft equipped with the backup gear extender, if loss of power occurs at altitude, lock emergency
::- gear lever ¥1 "OVERRIDE ENGAGED" position before airspeed drops to 106 KIAS to prevent landing gear
r:. from inadvenently free falling. Then trim the aircraft for best gliding angle (92 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 no wind, with the engine windmilling, and the propeller control in full "DECREASE rpm",
the aircraft will travel approximately 1.2 miles for each thousand feet of altitude. If possible, notify the FAA by
radio of your difficulty and inten~ons. If another pilot or passenger is aboard, let him help.
*CAUTION
When C.G. is forward of 82 inches, use 90 KIAS approach speed
When you have located a suitable field, establish a spiral pattern arowid this field. Try to be at 1000 feel
above the field at the downwind position, to make a normal landing approach. When the field can easily be
reached, slow to 76 KIAS* approach speed 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. If the field chosen is
· obviously smooth and firm, and long enough to bring the plane to a stop, the gear should be down. If 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 is suspected to be excessively soft or short, or when landing in
·:.
water of any depth, a wheels-up landing wili normally be safer and do less damage to the airplane.
On airplanes equipped with the backup gear extender, the landing gear will free fall at airspeeds below
approximately 103 KIAS and, wider normal conditions, will take approximately 10 seconds to be down and
. locked. If a gear up landing is desired, it will be necessary to latch the override lever in the "OVERRIDE
I
;: ENGAGED" position befQre the airspeed drops to 106 KIAS to prevent the landing gear from inadvenently free
·_ falling.
Touchdown should normally be made at the lowest possible airspeed.
(a) Gear Down 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. Tum 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.

REVISED: SEPTEMBER 24, 1990 3-9
SECTIO N3 PIPER AIRCR AFf CORPO RATIO N
EMERG ENCYP ROCED URF.S PA-32RT-300T, TURBO LANCE II
(b) Gear Up Landing
I~ On aircraft · equippe d with the backup gear extende r, latch the emerge ncy gear
..OVERR IDE ENGAG ED" position , prior to reaching 106 KIAS, to prevent the gear
venently extending at airspeeds below 103 KIAS.
in the
from inad-
Touchdowns should normally be made at the lowest possible aiispeed with full flaps.
When commit ted to landing , tum .. OFF" the ignition and master switch. The fuel selector
should be ..OFF' and the mixture at idle cut-off.
Tighten the seat belts and shoulder harness (if imtalled).
3.17 FIREIN FLIGH T
The presence of fire is noted through smoke, smell and heat in the cabin." It is essentia
l 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 somewh at in each case. .
Oleck for the source of the fire first.
If an electtical fire is indicated (smoke in the cabin). the master switch should be turned 0
OFF'. 1be cabin
vents should be opened and the cabin beat turned OFF". A landing should be made as soon
0
as possible.
If an engine fire is present. switch the fuel selector to "OFF'an d close the throttle. The
mixture should be
at idle cut-off. Tum the electric fuel pump ..OFF'. In all cases, the heater and defroste 0
r should be OFF". If
radio commun ication 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
procedu re given is general and pilot judgme nt should be the
detcnnining factor for action in such an emergency.

3-10 REVISE D: JANUA RY 31, 1987
PA-32 RT-300T, TURBO LANCE II EMERGENCY PROCEDURES
3 · 19 LOSS OF OIL
PRESSURE
·· Los~ of oil pressure may be either partial or complete. A partial loss of qil pressure usually indicates a
?talfu~ction in the oil pressure regulating system, and a landing should be made as soon as possible to
mvestigate 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
P_roblem 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. .
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.
3.21 LOSS OF FUEL FLOW
The most probable cause of loss of fuel flow is either fuel depletion in the fuel tank selected or failure
of the engine driven fuel pump. If loss of fuel flow occurs, tum ''ON" the electric fuel pump and check
that the fuel selector is on a tank containing useable fuel.
If loss of fuel pressure is due to failure of the engine driven fuel pump the electric fuel pump will
supply sufficient fuel flow. ·
After fuel flow and power are regained, tum the electric fuel pump "OFF". If fuel flow starts to drop,
tum the electric fuel pump "ON" and land at the nearest suitable airport as soon as possible and have the
cause investigated.
CAUTION
If normal engine operation and fuel flow is not immediately
re-established, the electric fuel pump should be turned off. The
lack of fuel flow indication could indicate a leak in the fuel
system, or fuel exhaustion.
3.23 ENGINE FUEL PUMP FAILURE
If an engine driven fuel pump failure is indicated, retard the throttle and tum "ON" the electric fuel
pump. The throttle should then be re~t. ~ land~g should be made at the nearest appropriate airport as
soon as possible and the cause of the failure investigated.
CAUTION
If normal engine operation and fuel flow is not irnmediateiy

re-established, the electric fuel pump should be turned off. The
lack of a fuel flow indication could indicate a leak in the fuel
system, or fuel exhaustion.

3-11
SECTION 3 PIPER AIR CRA Ff CORPORATION
3.2S ffiGH OIL TEMPERATURE
An abnonnally high oil temp eratu re hldication

may be caused by a low oil level, an obst ruct ion~
clil cooler, damaged or improper baffle seals, a the
defective gauge, or othe r causes. Land as soon as practical at
an appropriate airport and have the cause inve
stigated.
A steady, rapid rise in oil temp eratu re is
a sign of trouble. Land at the nearest airp
machanic investigate the problem. Watch the ort and let a -
oil pressure gauge for an accompanying loss
of pressure.
3.27 ffiGH CYLINDER HEAD TEMPERATU

RE
Excessive cylinder head temp eratu re may para
llel excessive oil temp eratu re. In any case, the
should be opened and, if necessary, the pow cowl flaps
er reduced. If the problem persists, land as soon
an appropriate airp ort and have the cause inve as practical at
stigated. ·
3.29 ALTERNATOR FAILURE
Loss of alter nato r outp ut is dete cted thro

ugh zero reading on the ammeter. Before
following procedure, insure that the reading exec utin g the
is zero and not merely low by actuating an elect
device, such as the landing light. If no incre rically powered
assumed. ase in the ammeter reading is note d, alter nato
· r failure can be
The electrical load should be redu ced as muc

h as possible. Check the alter nato r circu it brea
popp ed circ uit kers for a
The next step is to attem pt to rese t the ovei

switch to "OF F" for one second and then voltage relay. This is accomplished by moving
to "ON." If the, trouble was caused be a mom the "AL'.,:'"
cond ition ( 16.5 volts and up) this procedure enta ry overvoltage
should retur n the ammeter to a norm al reading.
If the amm eter-continues to indicate "O" outp
ut, or if the alten ator will not remain rese t, tum
"AL T" switch, main tain minimum electrical off the
load and land as soon as practical. All elect
supplied by the batte ry. rical load is being
3.31 TURBOCHARGER FAILURE
Turbocharger failure may be caused by

an ~pe ller or turb ine failure and stoppage
turbine/impeller bearing seizure. or by a
If a turbocharger failure occurs, chec k the

manifold pressure and apply full thro ttle.
prop eller cont rol to the full forward posi tion Move the
and move the mix ture cont rol as required. Mon
itor the EGT.
Exec ute a 90 ° tum and check for an oil
smoke trail from the exha ust. 1bis will indic
ingested into the indu ction system. Excessive ate oil being
oil bein g ingested can cause deto natio n.
Lan d at the nearest suitable airp ort as soon
as possible and have the cause investigated.- If an
pres ent the landing should be mor e expe diou oil trail is
s due to the adde d oil cons ump tion .
REPORT: VB-900
ISSUED: MAY 1, 1978
3-12
PIPER AIRCRAFT CORPORATION SECTION3
PA-32RT-300T, TURBO LANCE II EMERGENCY PROCEDURES
3.33 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 controls
should be moved to full "DECREASE rpm" and then set if any control is available. Airspeed should be
reduced and throttle used to maintain 2700 rpm.
3.35 EMERGENCY LANDING GEAR EXTENSION

Prior to proceeding with an emergency g~ar extension, check to ensure that the master switch is "ON" and
that the circuit breakers have not opened. If it is daytime, the radio lights should be turned off. Check the
landing gear indicators for faulty bulbs.
NOTE
Refer to paragraph 4.43 for differences when emergency extension
procedure is performed for training purposes.
If the landing gear does not check down and locked, reduce the airspeed to below 87 KIAS. Move the
landing gear selector to the "DOWN" position. On aircraft equipped with the backup gear extender, place the
emergency gear lever in the "OVERRIDE ENGAGED" position and fish tail the airplane.
If the landing gear still does not check down and locked, pull the landing gear pump circuit
breaker, position and hold the emergency gear lever in the EMERGENCY DOWN position while fish ·
I
tailing the airplane. Under normal conditions, approximately 10 seconds will be required for the gear to
extend and lock down.
If all electrical power has been lost, the landing gear must be extended using the above procedures. The
gear position indicator lights will not illuminate.
3.37 SPIN RECOVERY
Intentional spins are prohibited in this airplane.· If a spin is inadvertently entered, immediately move the
throttle to idle and the ailerons to neutral.
Full rudder should then be applied opposite to the direction of rotation. After one quarter tum, move the ·
control wheel briskly full forward. When the rotation stops, neutralize the rudder and ease back on the control
wheel as required to smoothly regain a level flight attitude. After recovery adjust power as necessary.
3.39 OPEN DOOR

The cabin door is double latched, so the chances of its springing open in flight at both the top and side 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 normal landing can be made with the door open. -
If both upper and side latches are open, the door will trail slightly open, and airspeed will be reduced
slightly.
To close the door i_n flight, slow_the airpl~e to 87_KIAS, close the cabin vents ~d open the storm
. d w If the top latch 1s open, latch 1t. If the side latch 1s open, pull on the armrest while moving the latch
;~d~ t~ the latched position. If both latches are open, close the side latch then the top latch.

REVISED: JUNE 7, 2002 3-13
SECTION3 PIPER AIRCRAFT CORPORATION
EMERGENCY PROCEDURES PA-32RT-300T, TURBO LANCE II
3.41 ENGINE ROUGHNESS

Engine roughness may be caused by dirt in the injector nozzles, induction filter 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.
Move the alternate air to "OPEN" and then tum "ON" the electric fuel pump.
Switch the fuel selector to another tank to see if fuel contamination is the problem.
Check the engine gauges for abnormal readings. If 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.
3.43 EMERGENCY DESCENT
A malfunction of the oxygen system requires an immediate descent to an altitude at or below 12,500
feet.
NOTE
Time of u_seful consciousness at 20,000 ft . is approximately 10
minutes. In the event an emergency descent becomes necessary,
set the throttle control at 10 in. Hg and move the propeller
control to full increase. Close the cowl flaps. Extend the landing
gear and full flap at 109 KIAS. Adjust the mixture control for
1350°F on the EGT gauge. Trim for descent at 109 KIAS.

3-14
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph
No. Page
No.
4.1 General . . . . . . . . . . . . . . . . . . . .
4.3 . . . . .· . . . . . . . . . . . . . . . . . . .
Airspeeds for Safe Operations . . . . . . . . . . . . . 4-1
4.5 . . . . . . . . . . . . . . .. . . . . . . . . .
Normal Procedures Check List ... . . . . . . . . 4-1
4. 7 .. . . ·. . . . . . . . . . . . . . . . . . . . .
Amplified Normal Procedures (General) . . . . . . 4-3
4.9 . . . . . . . . . . . . . . .. . . . . . . . . .
Preflight Check . . . . . . . . . . . . . . . . . . . . 4-7
4.11 . . . . . . . . . . . . . . . . . . . . . . . . .
Before Starting Engine . , . . . . . . . . . . . . . . 4- 7
4.13 . . . . . . . . .. . . . . . . . . . . . . . . .
Starting Engine . . . . . . . . . . . . . . . . . . . . 4-8
4.15 . . . . . . . . . . . . . •.. . . . . . . . . .
Warm-Up . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.17 . . . . . . . . . . . . . . .. . . . . . . . . .
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 O
4.19 Gro und Check . . . . . . . . . . . . . . . .
. .. . . . . .. . . . . .. . .. . . . . .. . .
. . . . . . . . . . . . . . .. . . . . . . . . . . . . 4-11
4.21 Before Tak eoff . . . . . . . . . . . . . . . . . . . . 4-11
4. 23 ................... ~ . . . . .
Tak eoff . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4.25 . . . . . . . . . . . . . . . . . . . . . . . . .
Oim b . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . .
. . . . . 4-13
4. 27 Cruising . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.29 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.31 Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.33 . . . . . . . . . . . . . . .. . . . . . . . . .
Go-Around . . . . . . . . . . . . . . . . . . . . . . 4-15
4 .3 5 . . . . . . . . . . . . . . . . . . . . . . . . .
Stop ping Engine . . . . . . . . . . . . . . . . . . . 4-16
4.3 7 . '. . . . . . . . . . . . . . . . . . . . . . . .
Parking . . . . . . . . . . . . . . . . . . . . .
4.3 9 . . . . . .. . . . . . . . . . . . . . . . . .. . . . . 4-16
Stalls . . . . . . . . ._. . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 4-16
4.41 Tur bule nt Air Operation . . . . . . . . . . . . . . . . 4-16
4.43 . . .- . . . . . . . . . . . . . . . . . . . . . .
Landing Gear . . . . . . . . . . . . . . . . . . . . . . 4-1 7
4.45 ; . . . . . . . . . . . . . . . . . . . . . . ..
Weight and Balance . . . . . . . . . . . . . . . . . . 4-17
. . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 4-18
REPORT: VB-900
4-i
·P A-32RT-300T, TURBO LANCE II NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of normal operations for the
Turbo Lance II. All of the required (FAA regulations) procedures and those necessary for operation of the I
airplane as determined by the operating and .design features of the airplane are presented.
Normal procedures associated with those optional systems and equipment which require handbook
supplements are provided by Section 9 (Supplements).
These procedures are provided to present a source of reference and review and to supply information
on procedures which are not the same for all aircraft. Pilots should familiarize themselves with the
procedures given in this section in order to become proficient in the normal operations of the airplane.
The first portion of this section consists of a short form check list which supplies an action sequence
· for normal operations with little emphasis on the operation of the systems.
., The remainder of the section is devoted to amplified normal procedures which provide detailed
i:nformation and explanations of the procedures and how to perform them. This portion of the section is
not intended for use as an in-flight reference due to the lengthly explanations. The short form check list
~hould be used for this purpose.
4.3 AIRSPEEDS FOR SAFE OPERATIONS
.. The following airspeeds are those which are significant to the safe operation of the airplane. These
figures are for standard airplanes flown at gross weight under standard conditions at sea level.
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 down, flaps up (T.O. power) 89 KIAS
gear up, flaps up (T.O. power) 93 KIAS
gear up, flaps up (Max. continuous power) 95 KIAS .
(b) Best Angle of Climb Speed
gear down, flaps up (T.O. power) 77 KIAS
gear up, flaps up, (T.0. power) 80KIAS
gear up, flaps up (Max. continuous power) 82 KIAS
(c) Turbulent Air Operating Speed (See Subsection 2.3)
132 KIAS
(d) Maximum Flap Speed _ 109 KIAS
(e) Landing Final Approach Sp~ed (Full Flaps) 9S KIAS
(0 Maximum Demonstrated Crosswind Velocity
17 KTS

REVISED: APRIL ll, 1981 4-1
SECTION 4 PIPER AIRCR AFT CORPO RATIO N
NORMAL PROCEDURES PA-32R T-300T , TURB O LANCE Il
THIS PAGE INTENTIONALLY LEFT BLANK

4-2
PIPER AlRCRAFf CORPORATION SECTION 4
PA-J 2 RT-300T, TURBO LANCE II NORMAL PROCEDURES
•••.•.......
.... ...
,. - 4
: 0
.. _ _., ..
:. ,...._
: 1.-----1
:··············----········
. ·····~··················:..
• j
'
.
. .
:... ...•................. :
~
,'
·············._..···········: ~--1
:P-,--ci.
..
..
............
. ...........•
.. -----¥ "?----... ..:
:......•....
't:::============:::::il
.__....•........•~
WALK-AROUND
Figure 4-1
4.S NORMAL PROCEDURES CHECK LIST Pitot head ......... . ........... remove cover -
holes clear
PREFLIGHT CHECK Windshield ..... .. . . .................... clean
Propeller and spinner ... ...... . ... . ...... check
Control wheel ...... . ....... . ..... release belts _ Engine baffle seals ......... : . . .......... check
Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Fuel and oil . . . . . . . . . . . . . . . . . . . check for leaks
Fuel quantity gauges . . .... ... .... . . . .... check Oil . . .. .. ..... . .... .. . . ........... check level
Master switch .. . . .. .. .... .. ... . . . .. .... OFF. Dipstick .... . ....... .. .... . ... properly seated
Ignition .. . . .. . . . . . . .. . ... .. ... .. .. .. ... OFF Cowling . . ......... .. .. . .. . .... : ...... secure
Exterior .. ... ... . .. . . .. ..... check for damage Inspection covers .. . . ... ............... secure
Control surfaces .... .. .. check for interference - Nose wheel tire ....... . ................. check
free of ice, snow. frost Nose gear strut .. . ... . ....... . ......... proper
Hinges .. .. ... . . ..... . ... check for interference inflation (2.60 in.)
Wines .. . .. .. ... . ....... free of ice. snow, frost Air inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . clear
Stall~ warning . ........ .. . . ..... . .... . .. . check Alternator belt ... . .... . ... . .... . check tension
Navigation lights . . . ..... ... . . ........ . .. check Tow bar and control locks . . ...... . ..... . . stow
Fuel tanks ..... . . . .... . ... ... .. . check supply Baggage . . ... . ... ... ....... . stowed properly -
visually - secure caps secure
Fuel tank sumps ............... drain, check for Baggage door . . . . . . . . . . . . . . . . close and secure
contaminates. proper fuel Fuel strainer ........... . .. .. .. drain. check for
Fuel vents ... . ....... • • • • • • • • • • • • • • • • .. open . . contaminates. proper fuel
Main gear struts ............. • ......... proper Pnmary flight controls . . .. .... proper operation
inflation (4.0 in.) Cabin doors .. . ...... .. ....... close and secure
Ti res . . . . . . . . . . . . . . . . . . . . . . ............ check Required papers . ...... . ... . ......... on board
Brake blocks ........... . • • • • • • • • • .. .... check Seat belts and harness . .... . . . .. fastened - check
inertia reel
ISSUED: MAY I, 1978 REPORT: VB-900
REVISED: JULY 7, 1984
4-3
NORMAL PROCEDURES PA-32RT-300T, TURBO LANCE Il
BEFORE STARTING ENGINE STARTING ENGINE WHEN HOT

Parking brakes . . ....... . . .. . .. .. . . .. ..... set Throttle . . . . . . . . . . . . . . . . 1/2" open
Pi:opeller ... ... . . . . . ..... full INCREASE rpm Master switch . .. . . . .. . . .ON
Fuel selector . . .... .. . . ... . . .. .... desired tank Electric fuel pump .. . . .. . .ON
Cowl flaps .... . . . ..... . . . . . . ... . . .. . .. . open Mixture . . . idle cut-off
Starter . . . . . . . . . . . . . engage
Mixture . .. . ·.. .. . . . . . . . . . advance
STARTING ENGINE WHEN COLD Throttle . . . adjust
Oil pressure . . . . . . . . . . . . . . . . check
Throttle . . . . . .. .. . .. . . .. . . . l/2" open
Master switch . . . . . . . . . . . . . . . . . . . . ON ·
Electric fuel pump . .. . . . . . . . .. . .ON STARTING ENGINE WHEN FLOODED
Mixture . . . . . . . . . prime - then idle
cut-off Throttle . . . . . . . . . . . . . . . . . open full
Starter . .. . . .. . . . . . . engage Master switch . . . . . . .. .. . ... . . . . . .ON
Mixture . . . . .. . . . . full RICH Electric fuel pump . .. . . . .. .. .. . . . . . OFF
Throttle . . . . .. . . . adjust Mixture . . . . . . . . . . . . . . . . . . idle cut-off
Oil pressure . . . . .. . check Starter . . . . . . . . . . . . . . . . . . . . . . engage
Mixture . . . . . . . . . . . . . . . . . . . . advance
Throttle . . . . . . . . . . . . . . . . . . . . . retard
Oil pressure . . . . . . . . . . . . . . . . . . . check
COLD WEATHER STARTING (BELOW lOOF) STARTING WITH EXTERNAL POWER SOURCE
Use of preheat should be considered if available. Master switch . . .. .. . . . . . . . . . .. . . OFF

Rotate engine through 10 blades during preflight All electrical equipment . .. . . . . . . . . . . OFF
inspection. Terminals . . . . . . . . . . . . . . . . . . . connect
External power plug . . . . . ·.. .. .. . . insert in
CAUTION ' fu~a~
Proceed with normal start
Insure magneto and master switches Throttle . . . . . . . . . . . . . . . . lowest possible
are "OFF' before rotating engine - ~M
manually. External power plug . . . . . . . . disconnect from
fuselage
Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 0' FF Master switch .. . . . . . . . .ON - check ammeter
External power ....... .. .. . ... . ..... . connected Oil pressure .. . . .. . . . . .. . .. . . . . check
Mixture ....... . . .. . . ....... . ... . ...... RICH
Propeller . ... ... . .. . .. . ..... . ... ....... forward
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . open I / 2'" WARM-UP
Fuel boost pump . .... .. ...... . . . . on for S-6 sec.
Fuel boost pump ... .. . .. . ........... • .... OFF Throttle . . . . 1000 to 1200 ~M
Engage starter ............. rotate engine through
10 blades TAXIING
Fuel boost pump . . .. . ... . ..... . .. on for S-6 sec.
Fuel boost pump . ... ..... . .........•. • • • • OFF
Starter ..•.. . ... .•.. . . ................ .. engage.
I Chocks brakes .......... .. . .. ..... . . . . release
Parking
... . .... .. ... . . .. . .. . .. ... . .. removed
When engine fires, Taxi area . . .... . .. . . .. . . .... .. :: .. .. . . . clear
fuel boost pump . . . . . . . . . . . . . . . . . • • • . . . • ON Throttle ... . .. . . ..... . . .. .. . ... . . apply slowly
External power . . . . . . . . . . • . . . . . . . . . . disconnect Prop ......... . .. ... .. . . . ... . .. . .. high RPM
Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Brakes ... . .. .. ... . . ... . . .. . . . . . . .. . . ... check
Steering .. . . . .. . ...... . ... . . . ..... . .. . . check
REPORT: VB-900 ISSUED: MAY I, 1978

4-4 REVISED: JULY 7, 1984
PIPER
P A-3lR~IRCRAFT CORPORATION SECTION 4
·300T, TURBO LANCE II NORMAL PROCEDURES
GROUND CHECK SHORT OR SOFT FIELD, OBSTACLE

CLEARANCE
·~ Parking brak
; Propeller -,. es ........................... set
,.. Th · ................... full INCREASE Flaps ...... . ................... second notch
. . M rottle ..•....................... 2000 RPM Trim .................... slightly aft of neutral
... agnetos ................ max. drop 175 RPM Throttle ....... full power prior to brake release
.V - max. diff. 50 RPM Accelerate to 65 to 69 KIAS depending on aircraft
~cuum . . . . . . . . . . . . . . . . . . . . . . . . 5.0" Hg. + .1 weight
I temp ............................... check Control wheel ................ back pressure to
Oil pressure ............................ check rotate to climb attitude
Air conditioner ..............•.......... check After breaking ground, accelerate to 65 to 70 KIAS
Annunciator panel . . . . . . . . . . . . . . . . press-to-test depending on aircraft weight
Propeller ...................... exercise·- then Gear (Override Engaged) (aircraft equipped with
backup gear extender ..................... UP
I
full INCREASE
Alternate air ........................... check Accelerate to climb speed.
Engine is warm for takeoff when throttle can be Flaps .......................... retract slowly
opened without engine faltering. .
Electric fuel pump ...................... OFF CLIMB
Fuel flow ...•.......................... check
Throttle .•......................... ; . . retard Best Rate"{3600 lb) (gear down)
Manifold pressure line ........•.......... drain (flaps up) (T.O. power) .............. 89 KIAS
Best Rate (3600 lb) (gear up)
.. (flaps up) (T.O. power) .. ............ 93 KIAS
. BEFORE TAKEOFF · Best Rate (3600 lb) (gear up)
(flaps up) (Max. cont. power) ........ 95 KIAS
Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 N Best Angle (3600 lb) (gear down)
.. Flight instruments ...................... check (flaps up) (T.O. power) ....•......... 77 KIAS
Fuel selector . . . . . . . . . . . . . . . . . . . . . proper tank Best Angle (3600 lb) (gear up)
·· Electric fuel pump ... ~ ................... ON (flaps up) (T.O. power) .............. 80 KIAS
.• Engine gauges ..•....................... check , Best Angle (3600 lb) (gear up)
- Alternate air ....................... CLOSED (flaps up) (Max. Cont. power) ........ 82 KIAS
Seat backs . . . . . . . . . . . . . . . . . . • . . . . . . . . . . erect En Route ...... .• ..•................ I 05 KIAS
- Cowl flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open - Mixture •............................. RICH
Mixture .•................... • . • • • • • • • • • • set Electric Fuel Pump ................... OFF at
Prop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set a safe altitude
Belt/ harness . . . . . . . . . . . . . . . . . . . . . . . . fastened (ON above 14000 ft)
Empty seats .......................... seat belts
snugly fastened CRUISING
Flaps ................................... set
Trim tab ......... . ....... • • • • • • • • • • • • • • • set Reference performance charts, Avco Lycoming
Controls •............. • • • • • • • • • • • • • • • • • • free Operator's Manual and power setting table.
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . latched Normal max power .............. . ....... 8 J%
Air conditioner ............. • • • • • • • • • • • • OFF Power ..•.................. set per power table
Parking Brake ......................... release Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . adjust
Cowl flaps ............................... set
TAKEOFF
DESCENT
NORMAL
Mixture ................ -: . above 1350 ° F EGT
Flaps •..•.•..•.......................... set Throttle ..................... above 15 in. Hg.
sct Propeller • . . • . . . . . . . . . . . . . . . . . . . cruise setting
Tab •.••• • • • • • • · · · · · · · · · · · · · • • · · · · · · · · · · ·
Accelerate to 75 to 85 KIAS · Oxygen .................. OFF below 10,000 ft
Control wheel . . . . . . . . . . . . . . . . bac~ pressu_re to
rotate to climb attitude
REPORT: VB-900
ISSUED: MAY 1, 1978 4-S
REVISED: JANUARY 31, 1987
SECilON 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-32RT-300T, TURBO LANCE II
APPROACH AND LANDING STOPPING ENGINE

Fuel selector . . . . . . . . . . . . . . . proper tank Flaps . . . . . . . . . . . . . . . . . . . . . . . retract
Seat backs . . . . . . . . . . . . . . . . . . . . . erect Electric fuel pump . . . . . . . . . . . . . . . . OFF
Belts/harness .. . . . . . . . . . . . . . . . . fasten Air conditioner . . . . . . . • • . . . . . . . . . OFF
Electric fuel pump . . . . . . . . . . . . . . . . . ON Radios . . . . . . . . . . . . . ... . . . . . . . OFF
Mixture . . . . . . . . . . . . . . . . . . . . . .. set Propeller . . . . . . . . . . . . . . . full INCREASE
Propeller . . . . . . . . . . . . . . . . . . . . . . . set Throttle . . . . . . . . . . . . . . . . . . . . .full aft
Cowl flaps . . . . . . . . . . . . . . . . . . . . . open Mixture . . . . . . . . . . . . . . . . . . idle cut-off
Gear . . . . . . . . . . . . . . down-129 KIAS max. Magnetos . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . set -white arc Master switch . . . . . . . . . . . . . . . . . . . OFF
Air conditioner . . . . . . . . . . . . . . . . . . OFF
NORMAL TECHNIQUE PARKING
Flaps . . . . . . . . . . . . . . . . . . . . as required Parking brake . . . . . . . . . . . . . . . . . . . . set

Trim . . . . . . . . . . . . . . . . . . . . . 95 KIAS Control wheel . . . . . . . . . . . secured with belts
Throttle . . . . . . . . . . . . . . . . . . as required Flaps . . . . . . . . . . . . . . . . . . . . . . . full up
Wheel chocks . . . . . . . . . . . . . . . . . in place
SHORT FIELD TECHNIQUE Tie downs . . . . . . . . . . . . . . . . . . . . . secure
Flaps . . . . . . . . . . . . . . . . . . . . third notch

Trim . . . . . . . . . . . . . . . . . . . . . 76 KIAS•
Throttle . . . . . . . . . . . . . . . . . . as required
*CAUTION
When C.G. is forward of 82 inches, use
90 KJAS approach speed~
GO-AROUND
Propeller . . . . . . . . . . . . . . . full INCREASE

Throttle . . . . . . . . . . . . .. as required (not to
exceed 36 in. M.P.)
Control wheel . . . . . . . . . . . . back pressure to
rotate to climb attitude
Gear . . . . . . . . . . • • • • • • • • · · · · · · . lJP
Flaps . . . . . . . . . . . . . . . . . . .retract slowly
Trim . . . . . . . . . . . . . . . . . . . . as required

4-6
:IPER AIRCRAFr CORPORATION SECTION 4
A-l 2 RT-300T. TURBO LANCE ll NORMAL PROCEDURES
47
• AMPLIFIED NORMAL PROCEDURES (GENERAL)
r The foQowing paragraphs are provided to supply detailed information and explanation of the normal
P ocedures necessary for the operation of the airplane.
4 -9 PREFLIGHT CHECK
The airplane should be given a thorough preflight and walk-around check. The preflight should include
~ c~eck of the airplane's operational status, computation of weight and C.G. limits, takeoff distance and
in-flight performance. A weather briefing should be obtained for the intended flight path, and any other
factors relating to a safe flight should be checked before takeoff.
CAUI10N
The flap position should be noted before boarding the aircraft.

The flaps must be placed in the "UP" position before they will
lock and support weight on the step.
Upon entering the cockpit, release the seat belts securing the control wheel. Tum "ON" the master
-- switch and check the fuel quantity gauges for sufficient fuel. After tlie fuel quantity check is made turn the
.:.master switch "OFF" and check that the ignition is "OFF.''
To begin the exterior walk-around, check for external damage and operational interference of the
control surfaces or hinges. Insure that the wings and control surfaces are free of snow, ice, frost or any
-~ other foreign materials.
An operational check of the stall warning system and navigation lights should now be made. Turn the
master switch "ON." Lift the detector while checking to determine if the horn is actuated and check that
the navigation lights are illuminated. The master switch should be returned to the "OFF" position after the
checks are complete.
A visual check of the fuel tank quantity should be performed. Remove the filler cap from each tank
and visually check the supply and color. Be sure to secure the caps properly after the check is complete.
Each inboard tank is furnished with an external fuel quantity indicator to assist the pilot in determining
fuel quantities of less than 25 gallons. A visual check of this indicator should also be made.
The fuel system tank sumps and straiher should be drained daily prior to the first flight and after
refueling to avoid the accumulation of water, sediment and to check for proper fuel. Each fuel tank is
equipped with an indivi~ual qu_ick drain located at. the lower inboard rear comer _of the tank. The fuel
strainer a·nd a svstem quick dram valve are located m the fuselage at the lowest pomt of the fuel system.
It is important that the fuel system be drained properly.
Drain each tank through its individual quick drain located at the lower inboard rear corner of the tank,
making sure that enough fuel has been drained to insure that all water and sediment is removed.
Next, place a container under the fuel strainer drain outlet located under the f~elage.

-- -- -
- -

NORMALP~OCEDURES PA-32RT-300T, TURBO LANCE II
Now drain the fuel strainer by pressing down on the lever located on
the right hand side of the cabin
below the forward edge of the rear seat. The fuel selector should be
positioned in the following sequence
while draining the strainer: "OFF, " "LEFT ," "RIGH T." This is done
to insure that the fuel lines between
--each tank outlet and fuel strainer are drained as well as the strainer. When
the fuel tanks are full, it will take
approximately six seconds to drain all the fuel in one of the lines from
a tank to the fuel strainer. When the
fuel tanks are less than full, it will take a few seconds longer.
Examine the contents of the container placed under the fuel strainer
drain outlet for water. sediment
and proper fuel. Then dispose of the contents.
CAUTION
When draining any amoun t of fuel, care should be taken to insure
that no fire hazard exists before starting engine.
After using the under-seat quick drain, it should be checked from

outside to make sure it has closed completely and is not leaking.
Check all of the fuel tank vents to make sure they are open.
Next, complete a check of the landing gear. Check the main gear shock
struts for proper inflation.
There should be 4.0 inches of strut exposure under a normal static
load. The nose gear should be checked
for 2.60 inches of strut exposure. Check all tires for cuts and wear
and insure proper inflation. Make a
visual check of the brake blocks for wear or damage.
Remove the cover from the pitot head on the underside of the left wing.
Check the pi tot head to make
sure the holes are open and clear of obstructions.
Don't forget to clean and check the windshield. Tiie propeller and
spinner should be checked for
defects or nicks.
Lift the cowling and check for any obvious fuel or oil leaks. Check
the oil level. Make sure that the
dipstick has properly seated after checking. Secure the cowling and check
the inspection covers.
Check the lower cowl plenum area through the air inlet, the induction
filter and oil cooler should be
free of foreign matter . Check the alternator belt for proper tension.
Stow the tow bar and check the baggage for proper storage and securit
y. The baggage compa rtment
doors should be closed and secure.
Upon entering the aircraft, ascertain that all primary flight controls operat
the fore and aft cabin doors and check that all the required papers are e properly. Close and secure
in order and in the airplane.
Faste~ 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.
4.11 BEFORE STARTING ENGINE

\ Before starting the engine the parking brakes should be set ..ON" and the
propeller lever moved to the full
.. INCREASE" rpm position. The fuel selector should then be moved
to the desired tank. Open the cowl
flaps.
REPORT: VB-90 0 ISSUED: MAY I, 1978

PA-32 RT-300T, TURBO LANCE Il NORMAL PROCEDURES
4 · 1 3 STARTING ENGINE
(a) Starting Engine When Cold
Open the throttle lever approximately 1/2 inch. Tum "ON" the master switch and the
electric fuel pump. Move the mixture control to full "RICH"for approximately 4 seconds. The
engine is now primed. ·
Move the mixture control to idle cut-off and engage the starter by rotating the magneto
switch clockwise. When the engine fires, release the magneto switch, advance the mixture control
to full "RICH" and move the throttle to the desired setting.
If the engine does not fire within five to ten seconds, disengage the starter and reprime.
(b) Cold Weather Starting (Below 20°F)
Engine preheat should be considered if available. Tum the engine through l O propeller blades
manually during the preflight inspection after insuring that the master and magneto switches are
off. If the aircraft is not equipped with external power provisions, it may be impossible to start the
engine below 10°F. Check to be sure the master switch is off,then connect the external power. Move
the fuel mixture to full rich, the propeller full forward, and open the throttle 1 / 2 inch. Tum the fuel
boost pump on for 5-6 seconds and turn the engine through 10 blades with the starter. Tum the fuel
boost pump on for an additional 5-6 seconds and engage the starter. When the engine begins to fire,
tum the fuel boost pump switch on, disconnect the external power and turn the master switch on.
(c) Starting Engine When Hot
Open the throttle approximately 1/2 inch. Tum "ON" the master switch and the electric
fuel pump. Move the mixture control lever to idle cut-off and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the magneto switch, advance the
mixture and move the throttle to the desired setting.
( d) Starting Engine When Flooded
The throttle lever should be full ''OPEN." Tum "ON" the master switch and tum ''OFF"
the emergency fuel pump. Move the mixture control lever to idle cut-off and engage the starter
by rotating the magneto switch clockwise. When the engine fires, release the magneto switch,
advance the mixture and retard the throttle.
(e) Starting Engine With External Power Source
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.
Tum the master switch OFF and tum 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 of the jumper cable into the socket
located on the fuselage. Note that when the plug is inserted, the electrical~stem is ON. Proceed
with the normal starting technique.

REVISED: SEPIEMBER 8..1978 4-9
SECTION 4 PIPER AIRCR AFT CORP ORAT ION
NORMAL PROC EDUR ES PA-32 RT-30 0T, TURB O LANC E II
After the engine has started , reduce power to the lowest possib le
~M, to reduce sparkin g,
and discon nect the jumpe r cable from the aircraf t. Tum the master
switch ON and check the
alterna tor ammet er for an indica tion of output . DO NOT ATI'EM
PT FLIGH T IF THER E IS NO
INDICATION OF ALTE RNAT OR OUTPUT.
NOTE
For all norma l operat ions using the PEP jumpe r cables, the master
switch should be OFF, but it is possible to use the ships battery
in
parallel by turnin g the master switch ON. This will give longer
cranki ng capabi lities, but will not increase the ampera ge.
CAUT ION: Care should be exercis ed because if the ships battery
has been deplet ed, the extern al power supply can be reduce d to
the level of the ships battery . This can be tested by turning the
master switch ON momen tarily while the starter is engaged.
If
cranki ng speed increas es, the ships battery is at a higher level than
the extern al power supply .
When the engine is firing evenly , advanc e the throttl e to 800

RPM. If oil pressure is not indica ted
within thirty second s, stop the engine and determ ine the trouble
. In cold weathe r it will take a few second s
longer to get an oil pressu re indica tion. If the engine has failed
to start, refer to the Lycom ing Operat ing
Handb ook, Engine Troubl es and Their Remed ies.
Starte r manuf acture rs recom mend that cranki ng period s be limited

to thirty second s with a two
minut e rest betwee n cranki ng periods. Longe r cranki ng period s will
shorte n the life of the starter .
4.1S WARM-UP
Wann- up the engine at 1000 to 1200 RPM. Avoid prolon ged idling
at low RPM, as this practic e may
result in fouled spark plugs.
Takeo ff may be made as soon as the ground check is compl eted,

provid ed that the throttl e may be
opene d fully withou t backfi ring or skippin g, and withou t· a reduct
ion in engine oil pressure.
Do not operat e the engine at high RPM when runnin g up or taxiing over
ground contai ning loose
stones , gravel or any loose materi al that may cause damag e to the
propel ler blades.
NOTE
Excep t when checki ng operat ion of the engine driven fuel pump,
the electri c fuel pump must be ON during all ground operat ions.
REPORT: VB-900 ISSUE D: MAY 1, 1978

4-10 REVIS ED: SEPTEMBER 8, 1978
PWERAJRCRAficORPORATION SECTION 4
pA-l2RT-300T, TIJRBO LANCED NORMAL PROCEDURES
4 -17 TAXIING
• _Before attempting to taxi the airplane, ground personnel should be instructed and approved by a
q~ahfied person authorized by the owner. Ascenain that the propeller back blast and taxi areas are clear,
re ease the parking brakes.
P~wer should be applied slowly to start the taxi roll. Taxi a few feet forward and apply the taxi brakes to
determ,~e their effectiveness. Taxi with the propeller set in low pitch. high RPM setting. While taxiing.
make shght 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.
4.19 GROUND CHECK
Set the parking brakes.
The magnetos should be checked at 2000 RPM with the propeller set at high RPM. Drop off on either
magneto should not exceed 175 RPM and the difference between the magnetos should not exceed 50 RPM.
-Operation on one magneto should not exceed 10 seconds.
Check the vacuum gauge: the indicator should read 5.0" ! . l" Hg at 2000 RPM.
• Check the annunciator panel lights with the press-to-test button. Also check the air conditioner and
llhe 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 500 RPM during this
check. In cold weather the propeller control should be cycled from high to low RPM at least three times
before takeoff to make sure that warm engine oil has circulated.
The electric fuel pump should be turned ~oFF" briefly after starting or during warm-up to make sure
that the engine driven pump is operating. Prior to takeoff the electric pump should be turned ON again to
prevent loss of power during takeoff should the engine driven pump fail. Check oil temperature and oil
pressure. The temperature may be low for some time if the engine is being i:un for the firs! time of _the day.
The engine is warm enough for takeoff when the throttle can be opened without the engine faltering .
Drain the manifold pressure line by running the engine at 1000 RPM and depressing the drain valve
located behind and below the manifold pressure gauge for 5 seconds. Do not depress the valve when the
manifold pressure exceeds 25 inches Hg.
ISSl'ED: MA y 1. 1978 REPORT: \'B-900

REVISED: Jl'L y 7. 1984 4-11
SECTION 4 PIPER AIRCRAFT COR POR ATIO N
NOR MAL PRO CED URE S
PA-32RT-300T, TUR BO LAN CE II
4.21 BEF ORE TAK EOF F
All aspects of each parti cular takeo ff should be consi

dered prior to executing the takeo ff procedure.
On aircraf~ ~quipped with the back up gear extender,
after takeoff, if the gear selector switch is placed in
the gear up pos1t1on before reaching the airspeed at
which the system no longe r comm ands gear down •,
gear will not retract. For obstacle clearance on takeo the
ff and for takeoffs from high altitu de airpo rts, the landi
gea~ ~n be retracted_after lift-off at the pilot's discr ng
etion by placing the gear selector -~tc h in t~e "UP"
pos1t1on and the latching the emergency gear lever in
the "OV ERR IDE ENG AGE D" p.0S1tJon. If desired,
..OVE RRID E ENG AGE D" position can be selected the
and latched before takeoff, and the gear will then retra
as soon as the gear selector switch is placed in the "UP" ct
position. Care should always be taken not to retract the
gear prematurely, or the aircraft could settle back onto
the runway. If the override lock is used for takeoff, it
should be disengaged as soon as sufficient airspeed
and terra in clearance are obtained, to return the gear
system to norm al operation. For norm al opera tion,
the pilot should extend and retract the gear with the
selector switch located on the instr umen t panel, just gear
as he would if the back up gear exten der system were
installed. not
·
If the airplane is to be operated with the rear cabin door
wear parachutes. removed, it is recommended that all pa~n gers
After all aspects of the takeo ff are considered, a preta

keoff check procedure must be performed.
Tum "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 prop er tank (fullest).
Tum "ON " the electric fuel pump and check the engin
gauges. The altern ate air should be in the "CLO SED e
" position.
All seat back s should be erect.
Open the cowl flaps. The mixture and propeller contr

ol l~vers should be set and the seat belts and shoulder
harne ss fastened. Faste n the seat belts snugly aroun
d the empt y seats.
Exercise and set the flaps and trim tab. Ensure prop
er t)ight control movement and response. All doors
shou ld be prop erly secured and latched. On air cond
itioned models, the air conditioner must be "OF F"
ensur e norm al takeo ff performance. to
Release the parki ng brake.
4.23 TAKEOFF
NOR MAL TEC HNIQ UE (No Performance Char t
Furnished)
When the available runway length is well in excess of
that required and obstacle clearance is no factor, the
norm al takeo ff technique may be used. The flaps shoul
d be set in the retracted position and the pitch trim set
slightly aft of neutr al. Align the airplane with the runw
ay, apply full power, and accelerate to 75 to 85 KIAS
Apply back pressure to the contr ol wheel to lift off, .
then contr ol pitch attitu de as required to attain the desire
climb speed. Retra ct the landing gea.r when a straight-ah d
ead landing on the runway is no longer possible. Since
takeo ff distances with this technique will vary, perfo
rmance chart s are not furnished. ➔
•App roxim ately 81 KIAS at sea lever to approxima

tely 100 KlAS at 10,000 ft with a straight line va-ria
between. tion
REP ORT : VB-900

ISSU ED: MAY 1, 1978
4-12 REV ISED : JAN UAR Y 31, 1987
PA-JlRT-JOOT, TURBO LANCE II NORMAL PROCEDURES
MAXIMUM PERFORMANCE WITH FLAPS RETRACTED (See Chart, Section 5)
.;r · Align the airplane with the runway, set the brakes, adjust the pitch trim slightly aft of neutral, and advance
.... the th~ottle to full power. Release the brakes and allow the airplane to accelerate to 62 to 72 KIAS, depending
·· on weight, and apply back pressure to rotate for lift off. When clear of obstacles, increase the climb speed to
that desired. .
SHORT FIELD TECHNIQUE (See Chart, Section 5)
For short or soft field takeoff, flaps should be lowered to the second notch, and the pitch trim set slightly
aft of neutral. Align the airplane with the runway, set the bra_kes, and advance the throttle to full power.
Release the brakes, allow the airplane to accelerate to 65-69 KIAS depending on weight, and apply back
pressure to rotate for lift off. After breaking ground, accelerate to 65-70 KIAS depending on weight. and select
gear UP•. Continue to climb while accelerating to the flaps up best rate-of-climb speed, 93 KIAS (at T.O.
power), if no obstacle is present, or to the flaps up best angle-of-climb speed, 80 KIAS (at T.O. power), if
obstacle clearance is a consideration. Slowly retract the flaps while climbing out.
4.25 CLIMB
· The best rate of climb at gross weight and maximum continuous power will be obtained at 95 KIAS. The
- best angle of climb may be obtained at 82 KIAS. At lighter than gross weight these speeds are reduced
somewhat. For climbing enroute, a speed o I05 KIAS is recommended. This will produce better forward speed
;.: and increased visibility over the nose during the climb. Monitor the cylinder head temperature during climbs ·
: and adjust the cowl flaps as required.
NOTE
On aircraft equipped with the ,backup gear extender, to prevent the

landing gear from extending automatically during climbs at best
angle of climb speed at any altitude, or best rate of climb speed
above approximately 15,000- feet density altitude, it may be
necessary to select "OVERRIDE ENGAGED." This altitude
decreases with reduced climb power and increases with increased
climb speed.
Upon reaching a safe altitude, the electric fuel pump may be turned off.
NOTE
The electric fuel pump must be "ON" during climbs above 14,000 ft.
•Ifdesired, on aircraft equipped with backup gear extender, the "OVERRIDE ENGAGED"position can be
selected and latched before takeoff. The gear will now retract as soon as the gear selector switch is placed in the
up position. Care should be taken not to retract the gear pre ma tu rely, in event aircraft should settle back onto
the runway. If the override lock is used for ta~eoff, disengage as soon as sufficient terrain and obstacle
clearance is obtained, to return the gear system to normal operation.

SECTION 4 PIPER AIR CitA Ff CORPORATION
NORMAL PROCEDURES
PA-32RT-300T, TURBO LANCE Il
4.27 CRUISING
The cruising speed is determined by many facto

rs, including power setting, altitude, temperatu
loading and equi pme nt installed in the airplane. re,
When leveling off at cruise altitude, the pilot may
reduce to a cruise power setting in accordance with
the Power Setting Table in this Manual. Prop
er leaning during cruise is essential for smoo
operation and optim um fuel economy. This is th engine
especially impo rtant during power reductions, such
off, to prevent rough engine operation. For best as level
power cruise, mixture should be leaned to 150
peak EGT, and for best economy cruise, 50° rich ° rich of
of peak EGT. Cruising at mixture settings leaner
rich of peak may cause cylinder head temperatu than 50°
res and/ or oil temperatures above maximum allow
limits. Also, care should be taken to observe the able
~ka nin ~ leaning limitations in Section 2. Always use the
. EGT gaug e
·
For max imum service life, cylinder head temperatu
re should be maintained below 435 ° F during high
performance cruise operation. If cylinder head
temperatures become too high during flight, redu
opening the cowl flaps, enriching the mixt ure, ce them by
by reducing power, or by use of any combination
methods. of these
Following level-off for cruise, the airplane shou
ld be trimmed.
The pilot should mon itor weather conditions
while flying and should be alert to conditions
migh t lead to icing. If induction system icing which
. is expected, place the alternate air control in
position. the "ON "
During flight, keep acco unt of time and fuel used

the fuel flow and fuel quan tity gauging systems in connection with power settings to determine how
are operating. If the fuel flow indication is cons
higher than the fuel actually being consumed, a iderably
fuel nozzle may be clogged and require cleaning.
There are no mechanical uplocks in the landi
ng gear system: In the event of a hydraulic syste
malfunction, the landing gear will free-fall to the m
gear down position. The true airspeed with gear
approximately 75% of the gear retracted airspeed down is
for any given power setting. Allowances for the redu
in airspeed and range should be made when plann ction
ing extended flight between remote airfields or fligh
water. t over
..
In orde r to keep the airplane in best lateral
trim during cruise flight, the fuel should be
alternately from each tank at one hour intervals. use·
Always remember that the electric fuel pump ,
should be turned "ON " before switching tanks .
should be left on for a short period thereafter , and
. To preclude making a hasty selection, and to
cont inuit y of flow, the selector should be chan provide
ged to another tank before fuel is exhausted from
in use. The electric fuel pwn p should be normally the tank
"OF F" so that any malfunction of the engine drive
pum p is immediately appa rent If signs of fuel n fuel
starvation should occur at any time during fligh
exhaustion should be suspected, at which time t, fuel
the fuel selector should be immediately positioned
I
fullest tank and the electric fuel pump switched to the
to the ''ON " position. If excessive fuel vapor is suspe
usually indic ated by fluctuating fuel flow, tum cted,
the electric fuel pum p ''ON " until the fuel flow indic
are smo oth. ations
4.29 DESCENT
Duri ng power redu ction for .descent, ensure EGf

is maintaining a minimum of 1350° F by use of
mixt ure cont rol. For normal descents, manifold the
pressure should be 15 inches of HG or above and
RPM at a cruise setting. This will prevent a rapid engine
engine cool down during high altitude/cold temp
descents. erature

4-14 REVISED: SEYfEMBER 8, 1978
:IPER AIRCRAFT CORPORATION SECTION 4
A-J 2 RT-300T, TURBO LANCE II NORMAL PROCEDURES
4 31
· APPROACH AND LANDING
oth Accompli~Ji the L~ding Check List early in the landing approach. Depending on field length and
er factor.. the following procedures are appropriate :
NORMAL TECHNIQUE (No Performance Chart Furnished)
~hen available runway length is in excess of required runway length, a normal approach and landing
technique may be utilized. The aircraft should be flown down the final approach course at 95 KIAS with
pow~r required to maintain the desired approach angle. The amount of flap used during approach and
landmg and the speed of the aircraft at contact with the runway should be varied according to the landing
su~f~ce, conditions of wind and aircraft loading. It is generally good practice to contact the ground at the
m~mmum possible safe speed consistent with existing conditions. A$ landing distances with this technique
will vary, performance charts are not furnished.
SHORT FIELD LANDING APPROACH POWER OFF (See Chart, Section 5)
When available runway length is minimal or obstacle clearance to landing is of major concern, this
approach/landing technique may be employed. The aircraft should be flown on the final approach at 76
KIAS with full flaps, gear down and idle power. The glide path should be stabilized as early as possible.
Reduce the speed slightly during landing flareout and contact the ground close to stall speed. After ground
c~ntact, retract the flaps and apply full aft travel on the control wheel and maximum braking consistent
with existing conditions.
CAUTION
When C.G. is forward of 82 inches, use 90 KIAS approach speed.
SHORT FIELD LANDING APPROACH POWER ON (No Performance Chart Furnished)
It may sometimes be advantageous to use this approach technique when obstacle clearance during
landing is of concern. The aircraft should be flown with full flap, gear down and power sufficient for an
approach path that will clear the obstacle. When obstacle clearance is assured, reduce the power and assume
the 76 KIAS approach speed to landing flare . After ground contact, close the throttle, retract the flaps,
apply full aft travel on the control wheel and maximum braking consistent with existing conditions. As
landing distances with this technique will vary, performance charts are not furnished .
CAUTION
When C.G. is forward of 82 inches, use 90 KIAS approach speed .
ISSUED : MAY l, 1978 REPORT: VB-900

4-15
SECTION 4 PIPER AIRCRA FT CORPO RATION
NORMA L PROCEDURES PA-32R T-300T, TURBO LANCE II
4.33 GO-AROUND
To initiate a go-around from a landing approach, the throttle should be advanced to maximu
m power
!_lOt to exceed 36 in. MAP while the pitch attitude is increased. Allow the airplane to accelera
te to the best
angle of climb speed (80 KIAS) for obstacle clearance or to the best rate of climb speed
(93 KIAS) if
obstacles are not a factor. Retract the landing gear and slowly retract the flaps when
a positive climb is
established. Reset the longitudinal trim as required.
NOTE
When power is · advanced for a go-around from a low power, full
flap approach, a nose down- pitch will occur which must be
countered with an aft control input.
4.35 STOPPING ENGINE
At the pilot's discretion, the flaps should be raised and the electric fuel pump turned "OFF."
NOTE
The flaps must be placed in the "UP" position for the flap step to
support weight. Passengers should be cautioned accordingly.
The air conditioner and radios should be turned "OFF," the propeller set in the full "INCRE
ASE"
position, and the engine stopped by disengaging the mixture control lock and pulling the
mixture control
back to idle cut-off. The throttle should be· left full aft to avoid engine vibration while
stopping. Then the
magneto and master switches must be tume<;l "OFF."
4.37 PARKING
lf necessary. the airplane should be moved on the ground with the aid of the nose wheel
tow bar
provided with each airplane and secured behind the rear seats. The aileron and stabilator
controls should be
secured by looping the safety belt through the control wheel and pulling it snug. The flaps
are locked when
in the ··u P" position and should be left retracted. Set the parking brake.
Tie downs can be secured to rings provided under each wing and to the tail skid. The rudder
is held in
position by its connections to the nose wheel steering and normally does not have to be
secured.
4.39 STALLS
The stall characteristics of the Turbo Lance II are conventional. An approaching stall is
indicated by a
stall warning horn which is activated between five and ten knots above stall speed. Mild
airframe buffeting
and gentle pitching may also precede the stall.
The gross weight stalling speed with power off and full flaps is 52 KIAS. With the flaps up
this speed is
increased 5 KTS. Loss of altitude during stalls can be as great as 460 feet, depending on
configuration and
power.
REPORT: VB-900 ISSUED : MAY I, 1978

PA-JlRT-300T, TURBO LANCE II SECTION 4
NORMAL PROCEDt:RES
NOT E
The stall warning system is inoperative with the maste

r switch
"OFF ".
Durin g preflight. the stall warni ng system should be check

th e detec tor and ed by turnin g the maste r switch "ON" , lifting
checking to determ ine if the horn is actua ted. The maste
"OFF " positi on after the check is complete. r switch should be return ed to the
4.41 TURBULENT AIR OPERATION
In keeping with good opera ting practice used in all aircra

ft, it is recommended that when turbu lent air is
encou ntere d or expec ted, the airspeed be reduced to mane
uvering speed to reduce the struct ural loads caused
b~ gust~ and to allow for inadv ertent speed build-ups
which may occur as a result of the turbu lence or of
distra ction s caused by the condi tions.
4.43 LANDING GEAR
Some aircra ft a-re equipped with an airspeed -pow er sensin

g system (back up gear extender) which exten ds I
the landi ng gear under low airspeed - powe r condi tions•
even thoug h the pilot may not have selected gear
down . This system will also prevent retrac tion of the landin
g gear by norm al means when the airspeed -pow er
value s are below a prede termi ned minimum. To override
this system or to hold the emergency gear lever in the
"OVE RRID E ENG AGE D" positi on without maintaining
manual pressure on the emergency gear lever, pull
the lever full up and push the latch down . To release the
override, pull lever up to disengage the latch, then
release lever. For norm al opera tion, the pilot should exten
d and retrac t the gear with the gear select or switch
locate d on the instru ment panel, just as he would if the
backu p gear exten der system were not installed.
The pilot shoul d become famil iar with the function
and significance of the landing gear positi on
indic ators and warni ng lights.
The red gear warni ng light on the instru ment panel and the
horn opera te simultaneously in flight when the
thrott le is reduced to where the manifold pressure is appro
ximat ely 14 inches of mercury or below, and the gear
selec tor switch is not in the "DOW N" position. On aircra
ft equip ped with the backu p gear exten der, this I
warn ing will also occur durin g flight when the system has
lowered the landin g gear and the gear select or switch
is not in the "DOW N" position and the thrott le is not
full "OPE N".
The red gear warning light on the instru ment panel and
the horn will also opera te simultaneously on the
groun d when the maste r switch is "ON" and the gear
selector switch is in the "UP" position.
The three green lights on the instru ment panel opera te indivi
dually as each associated gear is locked in the
exten ded positi on.
•App roxim ately 103 KIAS at any altitu de, powe r off.

NORMAL PROCEDURES PA-32RT-300T, TURBO LANCE II
WAR NING
Radio lights' dimm er switch must be off to obtai n gear
lights full
intensity during daytime flying. When aircraft is oper at~
at
and radio lights' dimmer switch is turn on, gear hghtsnig~t
will
automatically dim.
I On aircra ft equipped with the backu p gear extender, the yellow
.. Auto Ext. OFF" light immediately below
the gear selector switch flashes whenever the emergency
gear lever is in the "OVE RRID E ENG AGE D"
position.
·
When the Emergency landi ng Gear Extension Procedure
(Para graph 3.35) is performed for traini ng
purposes, the following changes must be made to the proce
dure in order to prevent the hydraulic pump from
activating during the procedure. On aircra ft equipped with
the backup gear extender, the landing gear selector
must be left in the "UP" position until all gear position indica
tors are green. On aircraft which do NOT have
the backu p gear extender, a pull type "LAN DING GEA
R PUM P" circuit break er is installed and must be
pulled prior to executing the emergency extension proce
dure. The circuit break er must be reset after the
completion of the procedure to allow norm al gear system
operation.
4.45 WEIGHT AND BALANCE
It is the responsibility of the owne r and pilot to determine

that the airplane remains within the allowable
weight vs. cente r of gravity envelope while in flight.
For weight and balance data, refer to Section 6 (Weight

and Balance).

4-18 REVISED: JANUARY 31, 1987
TABLE OF CONTENTS
SECTIONS
PERFORMANCE
Paragraph Page
No. No.
5.1 General . . . . . . . .. . . . . . . . . : .. . . .. • • • • • • • · · · · · · · · · · · · · · · · · · · 5-1
5.3 Introduction to Performance and Flight Planning . . . . . . . . . .. . . . ... . . .. . .. . 5-1
5.5 Flight Planning Example . . . . . . . . .. . . . . . . . . ... . • . • • • • · · · · · · · · · · · · 5-3
5.7 Performance Graphs . . . . . . . . . . . . . . . . . . . . . . . . . • • • • • • • · · · · · · · · · · 5-7
List of Figures .. . . . . . . . . .. . . . . . . . . . ... ... .. . • • • • · · · · · · · 5-7
REPORT: VB-900
5-i
PIPER AIRCRAFT CORPCRATION SECTION 5
PA-32RT-300 T, TURBO LANCED PERFORMAN CE
SECTIONS
PERFORMANCE
S.1 GENERAL
All of the required (FAA regulations) and complementar y performance information applicable to the ·
Turbo Lance II is provided by this section.
Performance information associated with those optional systems and equipment which require
handbook supplements is provided by Section 9 (Supplements).
S.~ INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING
The performance information presented in· this section is~based on measured Flight Test Data
corrected to I.C.A.O. standard day conditions and analytically expanded for the various parameters of
weight, altitude, temperature, etc.
The performance charts are unfactored .and do not make any allowance for varying degrees of .pilot
proficiency or mechanical deterioration of the aircraft. This performance, however, can be duplicated by
~Uowing the stated procedures in a properly maintained airplane.
'· Effects of conditions not considered on the charts must be evaluated by the pilot, such as the effect of
· soft or grass runway surface on takeoff and landing performance, or the effect of winds aloft on cruise and
· range performance. Endurance can be grossly affected by improper leaning procedures, and inflight fuel
:"- flow quantity checks are recommended. '
REMEMBER: To get chart performance, follo~ the chart procedures.
The information provided by paragraph 5.5 (Flight Planning Example) outlines a detailed flight plan
using. performance charts in this section. Each chart includes its own example to show how it is used.
WARNING
Performance information deri\'ed by extrapolation beyond the

limits shown on the charts should not be used for flight planning
purposes.

SECTIONS PIPER AIRCRAFT CORPORATION
PERFORMANCE PA-32RT-300T, TURBO LANCE II
THIS PAGE INTENTIONALLY LEFr BLANK

5-2
SECTION S
PA-l2RT-300T, TURBO LANCE II
PERFOR MANCE
' S.S FLIGHT PLANNING EXAMPLE
(a)· Airccaft Loading
The first step in planning the flight is to calculate the airplane weight and center of gravity
by utilizing the informati on provided by Section 6 (Weight and Balance) of this handbook .
The basic empty weight for the airplane as licensed at the factory has been entered in Figure
6-5. If any alteration s to the airplane have been made effecting weight and balance. reference to
the aircraft logbook and Weight and Balance Record (Figure 6-7) should be made to determine
the current basic empty weight of the airplane.
Make use of the Weight and Balance Loading Form (Figure 6-11) and the C.G. Range and
Weight graph (Figure 6-15) to determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the informati on provided. the following weights are utilized in the
flight planning example.
The landing weight cannot be determine d until the weight of the fuel to be used has been
establishe d [refer to item (g) (I)].
(1) Basic Empty Weight 2100 lbs.
(2) Occupant s (6 x 170 lbs.) 1020 lbs.
(3) Baggage and Cargo 60 lbs.
(4) Fuel (6 lb/ gal x 50) 300 lbs.
(5) Takeoff Weight 3480 lbs.
(6) Landing Weight
(a) (5) minus (g) (1). (3480 lbs. minus 203.4 lbs.) 3277 lbs.
The takeoff weight is below the maximum of 3600 lbs. and the weight and balance calculatio ns
have determine d the C.G. position within the approved limits.
(b) Takeoff and Landing
Now that the aircraft loading has been determine d, all aspects of the takeoff and landing are
considere d.
All of the existing condition s at the departure and destinatio n airport must be acquired.
evaluated and maintaine d througho ut the flight.
Apply the departure airport condition s and takeoff weight to the appropria te Takeoff
Performa nce and Takeoff Ground Roll graph (Figures 5-5, 5-7. 5-9, 5-11 and 5-13) to determin e
the length of runway necessary for the takeoff and/ or the barrier distance.
The landing distance calculatio ns are performe d in the same manner using the existing
condition s at the destinatio n airport and, when establishe d, the landing weight.
ISSUED : MAY 1, 1978 REPORT: VB-900

PERFORMANCE PA-32RT-300T. TURBO LANCE II
The conditions and calculations for the example flight are listed below. Th~ takeoff and
landing distances required for the example flight have fallen well below the available runway
lengths .
Departure Destination
Airport Airport
(1) Pressure Altitude 1400 ft. 400 ft.

(2) Temperature 15•c 24° C
(3) Wind Component 10 KTS Headwind OKTS
(4) · Runway Length Available 4000 ft. 4600 ft.
(5) Takeoff and Landing Distance Required 1940 ft._• 1755 ft.**
NOTE
The remainder of the performance charts used in this flight plan

example assume a no wind condition. The effect of winds aloft
must be considered by the pilot when computing climb, cruise and
descent perfonnance.
(c) Climb
The next step in the flight plan is to determine the necessary climb segment components.
The desired cruise pressure altitude and corresponding cruise outside air temperature values
are the first variables to be considered in determining the climb components from the Fuel,
Distance, and Time to Climb graph (Figure 5-21). After the fuel, distance and time for the cruise
pressure altitude and outside air temperature values have been established, apply the existing
conditions at the departure field to graph (Figure 5-21). Now, subtract the values obtained from
the graph for the field of departure conditions ftom those for the cruise pressure altitude.
The remaining values are the true fuel, distance and time components for the climb segment
of the flight plan corrected for field pressure altitude and temperature.
The following values were determined from the above instructions in our flight planning
example.
(1) Cruise Pressure Altitude 16000 ft.
(2) Cruise OAT -15 ° C
(3) Time to Qimb (24 min. minus 2 min.) 22 min.***
(4) Distance to Climb (47 nautical miles minus 4 nautical miles) 43 nautical miles*** ·
(5) Fuel to Climb (13 gal. minus 1 gal.) 12 gal.***
*reference Figure 5-7

••reference Figure 5-45
•••reference Figure 5-21

S-4 REVISED: JULY 7, 1984
PIPER AIRCRAFT CO Rf ORATION SECTION 5
p A-32RT-300T, TURBO LANCE lI PERFO IU,1 ANCE
(d) Descent
The descent data will be determined pri9r to the cruise data to provide the descent distance
for establishing the total cruise distance.
L!tilizing the cruise pressure altitude and OAT. determine the basic fuel. distance and time
for descent (Figure 5-35). These figures must be adjusted for the field pressure altitude and
temperature at the destination airport. To find the necessary adjustment values. use the existing
pressure altitude and temperature conditions at the destination airport as variables to find the fuel.
distance and time values from the graph (Figure 5-35). Now. subtract the values obtained from
the field conditions from the values obtained from the cruise conditions to find the true fuel.
distance and time values needed for the flight plan.
The values obtained by proper utilization of the graphs for the descent segment of th e
example are shown below.
( I) Time to Descend ( 15.5 min. minus I min.) 14.5 min.*
(2) Distance to Descend (45 nautical miles minus 3 nautical miles) 42 nautical miles*
(3) Fuel to Descend (2.5 gal. minus 0.5) ~ gal.*
(e) Cruise
Using the total distance to be traveled during the flight, subtract the previously calculated
distance to climb and distance to descend to establish the total cruise distance. Refer to the
appropriate Avco Lycoming Operator's Manual and the Power Setting Table (Figure 5-23) when
selecting the cruise power setting. The established pressure altitude and temperature values and
the selected cruise power should now be utilized to detennine the true airspeed from the
Cruise Performance graph (Figure 5-25).
Calculate the cruise fuel flow for the cruise power setting from the information provided by
the Avco Lycoming Operator's Manual.
The cruise time is found by dividing the cruise distance by the cruise speed and the cruise
fuel is found by multiplying the cruise fuel-flow by the cruise time.
The cruise calculations established for the cruise segment of the night planning example are
as follows:
( 1) Total Distance 240 nautical miles
(2) Cruise Distance
(e)(l) minus (c)(4) minus (d)(2), (240 nautical miles
minus 43 nautical miles minus 42 nautical miles) 15 5 nautical miles
(3) Cruise Power (Best Power Mixture) 75% rated power
( 4) Cruise Speed 170 KTS TAS**
(5) Cruise Fuel Flow 21.9 GPH
(6) Cruise Time
(e)(2) divided by (e)(4), (155 nautical miles divided
by 170 KTS .91 hrs (56 min.)
(7) Cruise Fuel
(e)(5) multiplied by_(e)(6), (21.9 GHP multiplied by .91 hrs.) 19.9 gal.
*reference Figure 5-35

**reference Figure 5-25

SECilON S PIPER AIRCRAFT CORPORA TION
PERFORM ANCE PA-32RT-300T, TURBO LANCE II
(0 Total Flight Time

The total flight time is detennined by adding the time to climb, the time to descend and the
cruise time. Remember! The time values taken from the climb and descent graphs are in minutes
and must be converted to hours before adding them to the cruise time.
The following flight time is required for our flight planning example:
(I) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6), (.37 hrs. plus .24 hrs. plus .91 hrs.) 1.52 hrs.
(22 min. plus 14.5 min. plus 55 min.) 91.5 min.
(g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb, the fuel to descend and the
cruise fuel. When the total fuel (in gallons) is determined , mulitply this value by 6 lb/gal to
determine the total fuel weight used for the flight.
The total fuel calcualtion s for our example flight plan are shown velow.
(I) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7), (12 gal. plus 2.0 gal. plus 19.9 gal.) 33.9 gal.
(33.9 gal. multiplied by 6 lb/gal.) 203.4 lbs.

s~
:IPER AIRCRAFT CORPORATION SECTION 5
A-32RT-300T, TURBO LANCE II PERFORMANCE
57
· PERFORM ANCE GRAPHS
UST OF FIGURES
Figure
No. Page
No.
t~
_
Airspeed System Calibration . . . . . . . . . . . . . . . . . . . . . . . .
Power Off Stall Speed Versus Angle of Bank . . . . . . . . . . . . . . .
. . . . . . . . . . . . . 5-9
55 . . . . . . . . . . . . . 5-10
FAA Approved Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5-7 Total Takeoff Distance Over 50 Ft Barrier - 0° Flaps . . . . . . . . . .
5-9 . . . . . . . . . . . . . 5-12
Takeoff Ground Roll Distance - 0° Flaps . . . . . . . . . . . . . . . . .
tg
_1
Total Takeoff Distance Over 50 Ft. Barrier- 25° Flaps . . . . . . . . .
Takeoff Ground Roll Distance - 25 ° Flaps . . . . . . . . . . . . . . . .
. . . . . . . . . . .
. . . . . . . . . . .
. .
. .
5-13
5-14
5 5 . . . . . . . . . . . . . 5-15
Gear Down Climb Performance (T.O. Power) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
t~~ GearUpQim bPerfonnan ce(T.O.Pow er) .. . .. . .. . . . . . . . . . . ......... . .. 5-17
Gear Up Qimb Perfonnanc e (Max. Continuous Power) . . . . . . . . . . . . . . . . . . . . . . 5-18
5-21. Fuel, Time, and Distance to Qim b . . . . . . . . . . . . . . . . . . . . . . ·. . . . . . . . . . . . 5- 19
5-23 Power Setting Table ·. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
5-2S Cruise Performanc e . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 5-23
5-27 Range - Best Power Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
-s:.29 R ange - Best Economy Mixture . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . 5-25
S-31 Endurance - Best Power Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
S-33 Endurance - Best Economy Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
S-35 Fuel, Time, and Distance to Descend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
5-37 Glide Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
S-39 FAA Approved Landing Distance Over 50 Ft. Barrier . . . . . . . . . . . . . . . . . . . . . . . 5-30
541 Landing Performance - Standard Wheels, Tires and Brakes . . . . . . . . . . . . . . . . . . . . 5-31
-5:43 Landing Ground Roll - Standard Wheels, Tires and Brakes . . . . . . . . . . . . . . . . . . . . 5-3 2
:S-45 Landing Performance - Heavy Duty Wheels, Tires and Brakes . . . . . . . . . . . . . . . . . . . 5-33
-5-47 Landing Ground Ron · - Heavy Duty Wheels, Tires and Brakes . . . . . . . . . . . . . . . . . . 5-34
ISSUED: MAY 1, 1978 REPORT: YB-900

5-7
SECTIO N 5
PIPER AIRCR AFT CORPO RATIO N
PERFO RMAN CE
PA-32R T-300T , TURBO LANCE Il
THIS PAGE INTEN TIONA LLY LEFI' BLANK

S-8
:IP~R AIRCRAFT CORPORATION SECTION 5
A-J 2 RT-300T, TURBO LANCE Il PERFORMANCE
PA-32 RT-30 0T
~ j.fJ'JliJ)]]@.$V$t~M 't~'~.u°[;)OO~'ib'@~ ,.
190 0
1 °
: ~ ::- , :
'.
180 '. ' ' .
r=q GROSS WEIGHT 3600 LBS. :" " : " , .
170 • I I • ! •
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160
..
150 '' • • I 'L
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140
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110 I o , I
, 100
... '' .
' ..
90
'' . ''
80 ''
'
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60
50
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
KIAS ZERO INSTRUMENT ERROR
AIRSPEED SYSTEM CALIBRA110N

Figure 5-1

5-9
SEC TIO NS
PERFORMANCE PIPER AIRCRAFT CORPORATION
PA-32RT-300T, TURBO LANCE 11
P A -3 2 R T -3 0 0 T
' • ' ; I · 3600 LB. IIOSS WEIGHT~

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ANGLE OF BANK-DEIIEES
POWER OFF STALL SPEED VERSUS ANG

LE OF BANK
Figure 5-3
REPORT: VB-900
5-10 ISSU ED: MAY 1, 197 8
PIPER AIRCR AFT CORPORATION
PA-32 RT-30 0T, TURBO LANCE Il SECTI ONS
PERFORMANCE
-- -·
PA -3 2R T- 30 0T
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: : :
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Associated Comltions :
' '... Power: 2700 RPM + 36 Ins.' ~-g :
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Befcre Brake Release · 4500

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OUTSIDE AIR TOIP£RA1URE WIND CINPOIINT-IOIJTS
Examp le:
Airpor t pressure altitude : 1200 ft.
O.A.T. : 15.6 • C
Wind compo nent: 10 kts. headwi nd
Dist. over 50 ft. barrier : 28S0 ft.
FAA APPROVED TAKEOFF DISTA NCE

Figure 5-5
ISSUE D: MAY 1, 1978 REPOR T. VB-900

REVIS ED : SEPTEMBER 8, 1978 S-11
SECTION S PIPER AIRCRA FI' CORPORATION
PERFORMANCE PA-32RT-300T, TURBO LANCE Il
PA -32 RT -30 0T
LfT lff BARRIER WEIGHT : ~ij'@lf ti\[l if~~~@~~ ®ll$ir~lro~~ @W~OO ~@ ~~if"... : .
~:..;:.:,:o----1 ~
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~~ ~:
3
3400 :~TAKEOFF POWER BERi£ BRAKE RELEASEatlfTOFF SPEEDS AND 1 KtlJT -:---
68 68 3200 : :: WING FLAPS lf-COWL FLAPS OPEN : : · · · TO 61YE8_IARRIR SPEEDS Rll ~
66 6& 3000 : ~ PAVED LEVB. IIIY RUNWAY , : EACH 1000.FEET OF Al.TRUDE a,3:
64 64 2800 .,:.· ABOVE SEA LEYR · ·
62 62 2600 .;
·
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WTSII Al 19F.-°C WEIGHT-POUNDS Wll).KIIITS
Example:
Airport pressure altitude: 1400 ft.
O.A.T.: I 5 • C
Takeoff weight: 3480 lbs.
Wind component: 10 kts. headwind
Total takeoff distance: 1940 ft.
TOTALTAKEOFF DISTANCE OVER SO FT. BARRIE R - O• FLAPS

Figure 5-7

S-12 REVISED: SEPTEMBER 8, 1978
PJPER AIRCRAFT CORPORATION SECTIONS
PA-32 RT-300T, TURBO LANCED PERFORMANCE
--
PA-3 2RT -300 T
LJT OFF -- - 7l~J3~@1f!F ~OO@MOO® OO@ILIL ®ll$ir~!rot~ ©t IFIL~!P$. # ca
SPEED KIAS WEEHTlBS. +t-;--r
72 3600 ~ TAKEOFF POWER BERIIE IIAKE RBIASE N01E: AOO ½KJIJT 10 GIVEN I
.' .. ..
' .' '
' .
WING FLAPS UP-COWL RAPS OPEN
I
70 -
3400 '' · lJTOFF SPEEDS RI EAal
68 3200 : PAVm LEVR DRY RUNWAY · ' 1000 'FEET Of"Al.111111
66 3000
- , , I • • 1 I I I t I I I ' I
ABOVE SEA lMl . . ''

- 64 2800 ~- .'
::
. '
'. ''
62 2600
' .' i
I
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.
.
,~ · 9· ' '
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.' 4000
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3000
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--40--
..
-20 0 20 40 3500 3000 2500 0 5 10 15
IIJTSl)E Al TEW.-°C WEIGHT-POUNDS Wll).KJIITS
Example:
O.A.T. : 15°C
Wind component: -10 kts. headwind
Takeoff ground roll dist. : 1400 ft.
TAKEOFF GROUND ROLL DISTANCE - 0 ° FLAPS

Figure 5-9

SECTI ONS PIPER AIRCR AFT CORPORATION
PERFORMANCE
PA -3 2R T- 30 0T
J: ~:S :U~~~s WEIGHT ~~~@~If
if@ir~[L ir ®ll$ir
~[ro(C~ ~@. Q , ,i ~
@W~OO ~if
(l---'-'-"=-:65-==-+--,:;=-=~65=-~3~=:o---ll ~~·
OO~OO!Flll~OO .. ~[L~lf)$~
tlJTE: ADD ½K111J TO GMNtt:tj:
66 3400 TAKEOFF POWER BERIIE BRAKE RB.WE ...BARRIR SPEEDS FOR EACH ·:.
:~- 5 67-5
~~:: WING RAPS 25°. COWL FLAPS 1fEN ~ 1000 FllT OF ALTfflJDE,±ttt:tict::±l
68 ~~ 2800 PAVED LEVR RUNWAY :· . ABOVE SEA lfYB.tt+++'-l-4-++-l-~ . ,± l
4-+~4-+-1-1.J.-:.._±i
69 70 2600
..
'
'.
'.
'
'
' .
'
I , • •
.' '
-40 -20 0 20 40 3500 3000 2500 0
0 5 10 15
WTSIDE AIR TEMP.·°C WEIGHT-PllJtlJS WltD-IOIITS
Example:
O.A.T. : 1s·c
Takeof f weight: 3480 lbs.
Total takeoff distance: 1730 ft.
TOTAL TAKEOFF DISTANCE OVER SO FI'. BARRIER- 2S FLAPS 0
Figure 5-11

5-14 REVISED: SEPTEMBER 8, 1978
PA-32RT-300T, TURBO LANCE Il PERFOlt\fANCE
PA-32RT-·3 00T
. '
• > I • I
' ' I • •
: :
.' 1000
,
,," , '
"' ' '
• ' '
' '
1
.' ' ,
'
-20 0 20 40 3500 3000 2500 0 5 10 15

WTSIDE AR TEMP.-°C _WEIGHT-POONDS wte-lOIJTS
Example:
O.A.T.: 15 • C
Takeoff ground roll: 1300 ft.
TAKEOFF GROUND ROLL DISTANCE - 25• FLAPS

Figure 5-13
ISSUED: MAY 1, 1978 REPORT: YB-900

SECTION 5 PIPER AIRCRAFT CORPORA TION
PERFORMANCE PA-32RT-3 00T, TURBO LANCE II
PA- 32R T-3 00T

~~~00 ®@WOO tl!J~OO [t)~OOlF@OO~~OOt~
.. : I: ' : WING FLAPS UP, COWl FUPS OPEN' ' : I;
. T. 0. POWER 136. INCHES M. P., 2700 RPMI ·' . · ...
. . · . 89 KIAS, 3600 LB. GROSS WEIGHT : ' '
I'
i:r:;:::;::::;:~.::;:,+1:;:~:;:::~;:::q+!:p~t;:±:1:t:;:i:±:::~ ~ :~· • : : : : . .. ' I •

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--40 -20 0 20 40 200 400 600 800

OUTSIDE Al fEM». - °C RATE OF CLIMB-FPM
Example:
Climb pressure altitude: 1000 ft.
O.A.T.: l8°C
Gross weight: 3600 lbs.
Rate of climb: 840 FPM
GEAR DOWN CLIMB PERFORMANCE (T.O. POWER)

Figure 5-15

S-16
PIPER AIRCRAFT CORPORATION SECTI0N 5
PA-J 2 RT-300T, TURBO LANCE II PERFOR,\fANCE
PA- 32R T-3 00T
. ' ' ' : I

.'
• II• ' • :
•I •
. I• '-, • • ' • ,
. '
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'.
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: '
,, 1
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--40 -20 0 20 40 800 1000 1200 1400 1600 1800

OUTSIDE All TOF.-°C RATE OF CLIMB-FPM
Example:
Climb pressure altitude : 1500 ft.
O.A.T .: 24°C
Gross weight: 3 200 lbs.
Rate of climb : 1250 FPM
GEAR UP CLIMB PERFORMANCE (T.O. POWER)

Figure 5-17
REPORT: VB-900
ISSUED : MAY 1, 1978 5-17
· I - - - .·
PA -32 RT -30 0T
. I I ' I . • ' • I I o I . I . • ' ! • . • ! J • I • I I I • I I I • I : I
. ,
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t .
I
tt=;===!=t:t====f_:I::_-~}~(;3 MIP ~ll~[;) !P~OO~@OOM~OOCC1 , ·::·. ::

~~-~--~i~3~~-~·- ... .
, I I O '
'::;::::,.±:::
'· _FLAPS UP, COWL FLAPS OPEN ' '. ' : . ''. '.. :: : · ' : · ·'. · ' .
~. ~ :·:::;·.i±'
"+- ' .
tr===+'·t-==.=.i,a.::~;!MAX~. M. CONTINUOU S POWER 12575 RPM & 33 IN. M. P.J :[ f; ff, fE:
. . . . ,, .. ., , ..... , . , ..; .::q- ....
:-tt-tt-t·-t;::+:::~:
' #.;
.
1
: _. ·. . : . 95 KIAS : : . . . · . , , ,' , · . ':'

' • I MX11IE RU RICH : . • j.
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-40 -20 0 . 20 40 400 600 800 1000 1200 .1400

OUTSIDE Al TEM'.-°C RATE OF CUMB-FPM
Example:
Climb pressure altitude: 3000 ft.
O.A.T.: I 0°C
Gross weight: 2800 lbs.
Rate of climb: 1332 FPM
GEAR UP CLIMB PERFORMANCE (MAX. CONTINUOUS POWER)

Figure 5-19
REPORT: VB-900 ISSUED: MAY 1, 1~

S-18
PIP . SECTTON 5
PA ER AIRCRAFT CORPORATION PERFORMANCE
2
-J RT-300T, TURBO LANCE Il
- P A--3 2R T- 30 0T • : • 1 I • '· • 1 ' • • • • 1 . ,, t I I I I I I , I • ,
© ®0$'ilo.\00(~ ii'@ ([LOMlD

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:·GEAR UP,FUPS UP,3600 LBS.
~ . 1 '! I ; . I I l_L
--
. \'\.:!.-
"
MAXIMUM CONTNHIJS POWER
;
,..... ' ' n
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- - 95 IOAS,lERO WIND ' .
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30 40 50 60
0 10 20 30 40
·20 -10 0 10 20
-.40 -30
OOTSllE AIR TEW.-°C Rill, TIME AND DISTANCE TO ClNI
Example :
Departure airpo rt press. alt.: 1400 ft.
Departure airpo rt O.A.T.: 15 ° C
Cruise press. alt.: 16000 ft.
Cruise O.A.T.: -15 •c
Fuel to climb: 13 minus 1 = 12 gal.
·Time to climb : 24 minus 2 = 22 min.
Distance to clirn b: 4 7 minus 4 = 43 NM
FUEL.TIME, AND DISfANCE TO CLIMB

Figure 5-21
REPORT: VB-900
ISSUED: MAY 1, 1978 S-19
.AFf coRfORAT
SE Cf iO N S PIPER AJRCR T 11.JRBO LA ION
PERFORMANCE
PA-32RT·300 ' NCE Il
THIS PAGE INTENTIONALL

Y LEFT BLANK
REPORT: VB-900
S-20 ISSUED: MAY 1, 1978
I! j' t . I . .. . i •I ,,, ,,,
.... ~:;
~
~
0
~w
::,:,>
::: Zsa
gn
~
r ;§
POWER SETIING TABLE- LYCOMING MODELTI 0-540-SlAD 300 HP ENGINE (")
\Q
~
- ,,
ll10
00
0~
Press.
;:o
Press. Std Alt 165 HP· 55% Rated 195 HP • 65% Rated 226 HP· 76% Rated 243 HP· 81% Rated
Approx Fuel 21 .9 GPH .. Approx Fuel 24 GPH ..
~~
Approx Fuel 13.8 GPH • Approx Fuel 16.7 GPH* Alt. l'T1 d
Alt. Temp RPM AND MAN. PRESS. RPM AND MAN . PRESS.
RPM AND MAN . PRESS. RPM AND MAN. PRESS.
2300 2400 2575 2300 2400 2575 2400 2575 Feet =~
Feet •c 2200 2300 2400 2576
,,, SL 15 23.5 22.7 22.0 20.7 26.9 26.0 23.5 29.2 · 28.0 26.0 30.2 28.0 SL
0 30.0 27 .7 2,000
2,000 11 23.3 22.5 21 .8 20.5 26.6 -24.7 23.1 29.0 27.8 25.7
21.6 20.3 26.3 24.4 22.9 28.9 27.8 25.7 29.9 27.6 4,000
4,000 7 22.9 22.2
21 .0 19.7 25.1 24.1 22.5 28.8 27.5 25.3 29.8 27.4 . 6,000
~~- ~~ 6,000 3 22.6 21.8
20.8 19.6 25.0 ' 24.0 22 4 28.7 27.4 26.2 29.8 27.3 8,000
8,000 -1 22.2 21.6
21.2 20.5 18.2 24.9 23.9 22.3 28.7 27.4 26.1 29.9 27.3 10,000
10,000 -6 22.0
21.8 21.2 20.2 18.3 24.8 23.8 22.1 28.8 27.4 24.9 30.0 27.3 12,000
12,000 -9
~ Cl~
~
21.8 21.0 20.1 18.6 24.8 23.8 22.1 28.8 27.4 24.9 30.0 27.1 14,000
-I 14,000 -13
24.7 23.8 22.2 27.4 24.8 30.2 27.2 16,000
~ 16,000 -17 21.8 20.8 20.0 18.6
24.7 23.8 22.2 27.6 24.8 30.4 27.4 18,000
~ 18,000 -21 21.7 20.8 19.9 18.3
23.7 22.2 · . 27.8 24.9 27.6 20,000
20,000 -26 21.7 20.7 19.8 18.2
from
To maintain constant power, correct manifold pressure approximately 1% MAP for each 6 ° C variation in induction air temperature
subtract for temperatures below standard.
standard alt.ltude temperature. Add manifold pressure for air temperatures above standard;
Observe maximum allowable manifold pressure limitations.
•eest Economy
,, • •eest Power
~
~ ~
0~
~ ~g
~
VI I
~o
nZ
I \Q
NO !Tl Vo
-o
THIS PAGE INTENTIONALLY LEFI' BLANK
REPORT: VB-900
S-22 ISSUED: MAY 1, 1978
PA-J 2 RT-300T, TURBO LANCE II PERFORMANCE
PA-32RT -300T
I • ' .I
:· NOTE: SEE LEANIIG
. ., . IIISTRIICTXINS IN
" ' . ..-
· , SECTION 2.
-
~: ·40 ·30 ·20 ·10 0 10 20 30 40 120 140 160 180 200
WTSIJE Al mF.-°C TRUE AIRSPEED-KNOTS
Example :
Cruise pressure altitude : 16000 ft.
Cruise O.A.T.: -15 ° C
Power: 75% best power
True airspeed: 170 KTAS
CRUISE PERFORMANCE
Figure 5-25

5-23
PERFORMANCE PA-32RT-300T, TURBO LANCED
PA -32 RT -30 0T
- :: - .,~,, I •
'' . '
:a•%:b lrH~~ ~5~,P~•~-f=i=,i%i±75'(65% ~5% P~•·

·-,~'
: :
.
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...,,,~ : . ~,,\.~,,
' '
.. ' - ...
. ' .
''
. '
' '
-40 -30 -20 -10 0 10 20 30 40 550 7
600 600 650 700
. llJTSllE AIR TEMP.-°C _RANGE-NAUTEAl. Ml.ES
Example:
Cruise pressure altitude : 16000 ft.
Cruise 0.A.T.: -15 °C
Power: 75%
Range with reseI"!e: 590 NM
Range no reserve: 670 NM
RANGE - BEST POWER MIXTURE

Figure 5-27

5-24
· PIPt SECTIONS
PA-3~~00TCRAfT CORPORATION PERFORM ANCE
• TURBO LANCE D
P A -3 2R T- 30 0T ''
' '
' . '
·· OOti\~@~ 00~~,r ~~@OO@MW MOIVl!!JIFJ~ ttttt:
1
t:¢::::::;==1 , +
:· ++-'-'+h
;...µ.
2) :. : ·: . ...
llIANm TO 50°F RICH OF PEAK E.G.T.; SEE LEANING UMJTATIJNS IN SECTDt .. .. ··
. · : . . :: . 11M UP, FUfS UP, 3600 ff GROSS WT.
ZERO WII), 94 GAL USABLE Rill. .. ,
. .. : : " : : ,
·· RANGE N1UDES CUM8 & DESCENT IISTANCE , ·.
'
• I !
% POWER APPROX. 1:t::::::::t:::t:~ti:j:j:;:t±tt±J:t:t±±:t~,

•
· :;:1~=+1
ci:ti~::;::~~..·:;1~~
., , . ::: .. ..
FIE.RDW
'.
' .
'.
75
65
iu ::
13.1 liPH
-. . .
::±
::::±:-::1....=........
, ; : AT 55% POWER l ;E. I I ~
u...u.
- . -:--clll.J,.,;116E~WITH,,,.J.-!..145µ.llu.lNJ.J.1£...J...SER ' ++-
YE.J..i,+, W'1 . ,-+-'-, RAN6:-:-:-=.E:-:-::t1
. -;.
, : , , NO .~~SERVE
,. - - 1 ;
55
'' J! . .. '
, I '
-
'
. ' '' '. ' "
..
.75 .. '
65 1
55% Powir · ' 75 .•
. :' 65 ...
-'. . i ,, 55'% Powei
1
'. ' .
.
' .
' ' '.
':' ,_
'
.' . ' n '
"
.'
' ...
' .
' .
700 750r 750 800 850

30 ·20 ·10 0 10 20 30 40 650
-40
RANGE•NAUTrJl. MUS
lllTSIJE Al TDIP.·°C
Example:
Cruise pressure altitu de: 16000 ft.
Cruise 0 .A.T.: -1s c ·
0
Power: 75%
Range of reserve: 710 NM
Range no reserve: 809 MN
RANGE - BEST ECONOMY MIX1URE

Figure 5-29
REPORT: VB-900
ISSU ED: MAY I, 1978 5-25
~~ .,, en
l'Tl l'Tl
°'~
~ ~a
~~
PA -3 2R T- 30 0T ~ VI
~ n
8 :.. ... - . ~ l'Tl
. . . -- . - i..- . .. .
.~~~ _fflliOO@iwoo~·oocc~goo~~,r IP@W~OO IMOl'irl!JJOO~tfrfli
1· I.•·
GEAR UP, RAPS UP, 94 GAL. USABLE FIJEL;36OO LB. GROSS WEGlff, 1111
~L,~ •. • : . _. . ~ . . •
~·-... I ·. ..~ .. ~ ~ INCLUDES TIME TO CLIMB & OESCDIJ, BEST POWER MIXTURE IE.G.T
_ ~~~ ~ ~ •.150°F RICH
. b '" .. _ OF PEAK, 1658°F MAX.I SEE LEANING lAlfTATIONS IN SECTION 2 : . :..
t~ -· .
- · · .. -I~ : · · 1tt ~tt flit
· t·
~{ r~ · · · · · ·
~ !!~ - :
_ ·:J
,~
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. I.E. lll1tur1
~ ~~~ Ui
-~
lllFP: • I
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Q 'Ii ..:.4-1--H-+l,J-++--H-f+t
nn·
"T1'
c§" ~ ~fil~ \\~+M I-
<i ~ ,~~
Vl ..,0
11%-H I I IV 11111 LiH 11111 1111
11%
75
~m 75% %IID
65%
II IIll 111111111
65% 55% Pawer
55% Power .,,~.,,
I ' itr:i t~
.~,,"~ ~~
.... 4 . 5 3 4 5 ~§
-40 .30 -20 -10 0 10 20 30
3
40 2n
ENDURANCE-HOURS ,:I 0
OOTSIJE All TEMP.·°C ti:,,:I
Ia:: Example:
Cruise pressure altitude: 16000 ft.
oa
~ Cruise O.A.T .: -15 °C ~~
go
. Cruise power: 75% l:IZ
\Q
Endurance with reserve: 3 hrs.
-.,I
--
00
Endurance no reserve: 3.45 hrs.
~
- :: :;
~
t, BJ;J
::0 >
3: tea
~
PA-32 RT-30 0T gn
::~ - - _- ~~ - - J~OO®OJJOO~OO~~a@~$ir ~~@OO@~W ~U~1r01JOO~ -~:
1.0 ~.... : _ - _- - ~ · -_ ~ ~ ~ . GEAR UP, RAPS UP, 94 GAL. USABLE FUEL, 3~00 LB. GROSS WBIJIT . ~:!l
--.I
--
00 ~ · -.. - -~~ INCLUDES TIME TO CLIIB & DESCDm ffilli.tt::;~u..J.:tt:;:
. . . . . .+-::::::....'tt.+-H
.. - - ---
::-:in
=o
· ,~~ ~ - - ;_. . - _ · · ~ ECONOMY MIXTURE IE.G.T. 50°f Rl:H Of P~ 1650°f MAX.I · · . _ Oij
Jff :r : _ _ ;~ _ S~ ~ING llll2~~~ IN SECTION 2- _ · ·: - : ~ J+g ,.,. ~o
~ -t\~\~\\\\ . ~:il:flfr45 MIN. RESERVE _,_,..,..._.......,.. . 1-l++1·¼H+t-H+· No RESERVC:
~ T~..,,, . H-H~it-t.J:-1-t~~AT 55% POWER1-++++J:++J:++t+-,+t+-,~+t+,H-+!~ t+-tt~~~~"'i+ g~
'r:J+
g UJ;h · .m~ ~ ...,-l+llJ-t-H-~-1-+ittt~ 11111 l±t =~
~ -~ ,..~Jtt1t1itJm
I
Q Sil'
I
'Tl ~ ~ ~
\)\\~
~- ~ 'ri!
.\\\i,
ts¾E &s%HE55% PowcR UlmliUll-t-U+ 75·, Jfs¾l:tf 55% POWER
~ ~ .
-~
~~
8~ ~ti~tlf...lll..J 1 ~,: I . '
I \)\\~
~- .,..._lLL' ,
I-~
. ..............., ,.... . Sil"
,~ ~
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~.
·\ +tt+: ..,~
. \.~
~~.
I ·:l-li:Uil-l-:U-l-1-1-l-lJWii:l:l:t:t..i=IWf::l::~+H
-40 -30 -20 -10 0 10 20 30 40 4 5 6 r 4 5 8
OOTSIDE AIR TEMP.-°C ENOORANCE·HOURS
"'a
tr1
Example : ~
~ Cruise pressure altitude: 16000 ft. 0~
~ Cruise O.A.T.: -15 ° C ~8
Cruise power: 75% ~o
VI ~ Endurance with reserve: 3.75 hrs.
I \0 ~~
NO Endurance no reserve: 4.3 hrs.
-....10
SECTION 5 · PIPE R AIRC R.AF f CORP ORAT ION
PERFORMANCE PA-32RT-300T, TURB O LANC E II
PA -3 2R T- 30 0T
' '
_.LJ-.'--''-___
_ ASSOCIATED CONDmONS:
WING FLAPS · 0°, GEAR UP,· COWL FUPS CLOS~ED~·:ct ·7:t1:!+>:tt~~++ ·:p·~~B::B:.;.._.:;::.$
POWER. 2400 -RPM- & 18. IN.CHES ~H-e:GiM.iP~-1!1+.J..J,~;.+. +-t-r-+-',gi:ui:ni-',-";++fil~w~_..,,i. .
. '' · · · · LEANED TO 1350°F EGT...1~..I.J,..,..i'.....:•.J. J,•~.......1....,•
1 1r+++-·+- ;.+++4+'-
+
· +
,. !
· .:.+
· ~• · ....
· -~
'' 150 KIAS, ZERO WIND : , , · · .. : '
''
' '
' . ' I...
' ..'
-40 -20 0 20 40 0 20 · 40 60 80
OUTSIDE AIR TEJl».-°C F]JR. TIME AND DISTAll:E TO DESCEND
Example:
Cruise O A.T.: -15 C
Desti natio n airpo rt press. alt.: 400 ft.
Desti natio n airpo rt O .A.T.: 24 • C
Fuel to descend: 2.5 minus .5 =2 gal.
Time to descend: 15.5 minus 1 =14.5 min.
Distance to descend: 45 minus 3= 42 NM
FUEL, TIME. AND DISTANCE TO DESCEND

Figure 5-35

5-28
SECTION 5
p A-J 2 RT-300T, TURBO LANCE II PERFORM.ANCE
..
PA -32 RT -·3 00 T
'. .. ' ...
.. '
'
@l~J@~ 00~00~~ · .. ' '
I '.•
.' ' ..
'.
' .
.' GEAR UP, FUPS UP, COWL FUPS CLOSED
, ,"92 KIAS, POWER OFF ' ''
. . ' ' . . '
'
' ' '
: .'
3600 LB. GROSS WEIGHT .. . ..
PROP . FULL DECREASE ' '
' !+NO WIND '
.' .'
''
'
''
'. . ' ''
' . .. '
'
~,,,
t• ..
. ' ' ' '
'
'
\\~\\\\ ' .
~\\~\\\\ . . .,,,i~l;,,.·
.~
'.' '.
'
.. . '
",,,
' ' '
\ . ,i\SS-
' '
' ''
'
.
..
'
,,.~ .' '

'
'
,,~~ ~
~
. '
' .'
,,~~ ' ... ..'
\,0:.-, ~
' '. ' . ''
'
..
'
~
.
~,ttr.· ' ' . ''
~~ ' '' ' '
'
.. ~\\\\ :
'
,.~,~-'-¥ . -'- ~ \,~
~\\,
'
'
- -20 -~\;
~
'' . '
0 40 0 10 20 30 40
~ -40 -20
OUTSIDE Al mF. - c GLIDE RANGE-NAUTICAL MILES
0
Example:
Cruise O.A.T.: -15 °C
Terrain pres.5ure altitude: 1000 ft.
Terrain O.A.T.: 19° C
Glide range: 21.5 minus 2 = 19 .5 NM
GLIDE RANGE
Figure 5-37

5-29
--- --- ~-
~~ ~~
2gg
~ Oo
~
P A -3 2R T -3 00 T ~z
I 1 1 ~VI
\Q
8 n
-L •- · ITI
J1~~b\ ,~~~oo®w~ ®·~~~®ooo'@-®0$v~oo'(~ ®w~"®11i:~®~~;~001·•-
"11 ·, .
• · -- 1n11 1111 1111 , ·nr11 1 11·
: t: . . A . d C d". . 1 .
I. SS0Clat8 On itjOD5 . . r . · · -· · ·-· · HI-IH ll·H I r·r t 111
~ . Power. Ttrottle Closed . . 1. . _ _ . -.f- . . - •
·· :: - Wing flaps 40° lTI 11 f . · · .: -: ..~ .- -:
~
~
: . Max. Braking: ~600 Lbs. I - ·· -· . .- -·: ·-:, .:.~ _ -
tttLt...l+H+H-~i+++-H+l+H++ Paved level Dry Runway:
. . - -: •Approach Speed 76 KIAS . :i- ·· · · · · 2500
~ · · :- < . . >: . . : · . - - .-
t::, - · · t · ·· · - · --· · - · · · · · · · · :·
ful Stal Touch Down . - . ·. 2400
.-r.11-- · ·: · 1i ~ .- - ·:
_,. .....___. · . ~ . · • ·· • -- ·· · 2300
.,,.. . . .. I-, ·. .
M -
VJ,, .,, t- - - . ,,,.__~1- .,,
I- -~ -,
· .. ,..... · · · ·- ·
...
· · ·• 2200
I -~---
\ -. -~--~'-.!r-
4 ·, 1 - ,,~~
·I,,
+. . -- .v .J
;! ~~ ~ ~ b
J .
:
.
__ · · · - _ 2100
fg 1-n·l+ tt.r ~ ~
2000
:!:~
- ~ ·'-"
B1.. ~
_._- .
- :.r -..
·H+H -H
. -++++-I ~U.+ +~i-1 -a
111=·~:~~fflt'N,;,4
i;; ~ J ~ 1-~I~ ""
~-ur •-~
1900
- .,
\Q ~
0
-1+1-+ +¼++ t+•· I.:
1800
;
' ·.. -
........ ...... 1 ;, rn 1111 1700
• , .,.., .., ...
, LL
' • ,__J__J_J, 1 1 • ._.: . ·m_
-
rrrr, , 90 KIAS im
. _ mrn:mm
~ ~ Jtt+ttt .:· ~t tl+Hlm 1600
I
VI
0 ., ·1-1- ~
.[ , 1500 ::~
~ w~
t U111111111 H±t±tttt::t:ltl-+
111 111 11 I I TI 111 rt 111 11I 11 111111 +++H +I+
~~
wn
-50 -25 0 25 50 75 100°F 0 5 10 15 8~
I I
-40 20
WIND COWONEMT-KNOTS
-20 0 49°C
-~
l:Tl
i ~~
!=? OUTSIDE AIR TEMP.
2n
~o
i,( ~:;:i::,
Exam ple : oa
~ Airp ort pressure altitu de : 400 ft. :;:i::,
!;:'.
~
O.A. T.: 23 .9 ° C
Wind com pone nt: 0 z~
~ ~o
--'°
Q0 Landing distance over 50 ft. barrier: I 785 ft. :::lZ
"C'1 "C'1
~
- ~t;
w tr,
C PA-321lT -300T N,C,
a :::ic,>
a: tm1n1.ttrttnrn _
__- :-: [Lti\~®~~@ rP~oo~@ooMti\~~~·HHJHt11 0
Zsa (")
·-~ H _ : : - - · {~~Q~~#.f~Q~~~~~;f..l.~~.~~~RD WHEELS, TIRES AND BRAKES) '· .:l ~
~ OWER Ofl: APPROA~~, FULL FLAPS - - . -
p_
:::ic,
~0 2~n
\0 ·H=f±._,_,.
-..,I t%,:)
-- ·
~IN~A~OO•,rr-1.: - ..-.
00 ~
C'l PAVDi LEVEl-lllY RUNWAY -. _·.- - · ·: -- ·cAunoN 0~
=J:!=t:ttiil:t:t:Wt •·76 ·KIAS APPROACH SPEED·
l±E.t ltl=tL*.JJ:t=t When landin& at C.G.'s Fwd r-'o
~
l1=£L=tli:t: H+tt:~~:t:t:1+-
l=t:U
.1-+ :tt:t+Ltt:-1-+1:t.:-1:t
:t:t1-+- -1t+.++1-+-
1 + ~tt-1-1-tttt-+1-t+++++1+~ -1-1.1..i.~
++1-1-++~-1-1 • .:...--i:t.,~+11--1-,
•
~ ·...._._-i:-i of 82 Inches, use 3600 lb. ~~
++++ ~ --l++-l--1++-l>--l-+-hi-l-l-+-H-l+•-i-+++-++-1-+-1--1-1 landil& distances and approach •·•- Q::1
~ at 90 KIAS
=~
t;
. ::m
-~ +++H~~IITIIITfffl IH"ti.litlnP, es
.,S - a:
I
-:.....~W®::J:12500
Itll
'Tl ~
,H,oo, t\.
t,\)\\\\ f\.
!
t::
,1~. ~\\,: ,,,, f\.
~- ~ c:::»
""'lit,;·'flti. In
io\\\\ ~~:..
2000
~·~~~J I
i~ ~ ~
-.r~ .
. 1.._-:- co - -. • I,
:;
co - . 0
r ~'t? :a:
~ 1500 ;
ca
iii
~ :!! H±Hi±Httfill:I
111•~• 1= ~
3500 3000 2500 0 5 10 15
-40 -30 -20 -10 0 10 20 30 40
'~
~ OUTSIDE AIR TEMP.-°C WEIGHT-POONDS WIND COMPONENT-KTS.
t:lC:t
Example :
~
~
i ! Airport pressure altitude: 400 ft.
O.A.T.: 24 ° C
ovi
~ Wind Component : 0 ~~
► :j
< Gross weight: 3277 lbs. zO
0::, r') z
VI I Landing distance over 50 ft. barrier: 1820 ft.
I \0 !Tl V.
WO
-o
:!; ~
Na ~~
~ ~g
Oo
~ PA -3 2R T- 30 0T ;2
~VI
t-11 I Il I lhl#l-1-ffit#f-ITT#iHf ~~oo®·o·~@· n
8
'° ~oo@rw~@-oo@i~~ ·1 - ··. ... IT!.Iw ·...-, rT1
~
~
ISTANDARD WHEELS, TIRES AND BRAKES) ~ASSOCIAtm 'CONillmNS: fff~ - -.:·: .:.
t, ·ITITlll
0 tttmtlltllfll 11 ~ r I f •··· .
0 r:so~~~IUlltU'\ . ·= ':~ . I.
~ :.m~0~,:'.': : ..,·..·. ~v::n~Ai • ..•••...'.'~Wll;r 1600
~H •~~~- / . : .- . -- .
~ . ~ : ,I. - . .. - .•
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- ~ ~ . - .. -
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---- ~ . .. . ·-- ~- - - - ... - . . - . - s
:,:, -· ~ : ./ :.
- ·-· - - ~ - -~- ·'1
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- 7 ~- . ~; - . . - •
_ _: b -I
. - - - • ·. : -
- . - • : : . - - • ·: .
~ - · ~A - 1,~ .. : - . • .. - -
J .~ .
- - . . . - •
r- • - . 1' . ~ - ~ • • - • "1400
~ ~i
I j - • - ,- - ~ - . -
~ ~v
.
~ .
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. .~ .b :tI
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. . - . • . . ... . • / ~. . ~s
A A • - .~ t:
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- -
~ ~ ...
• •• I 'I
1"'f-H)~ - ~Loi J! I . 1200 ::t
I, _ .. _ _ _ - ·· _ ._ _
-~ - ~ -· · - . . .. , ~ - "-
· ~- ~ ~ .. - ~
~ . - • ,,,,,. - . t ·\ II, . . - • ~ - 1) -~,
~~ •- ... -l'I . . { - . .. .. . . - - . • . . ~ ~ ~ :.~-~ - ~--~ :
6 I) ~~~>i -, ll.~':lli .. -~~=: . :; - ... . :~-
!i
,,. . -
--~-Tt! _ _,_ -_
-
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f ~ - • -
\ ' ! ·, ' ' ' . ' .' _. . . . - - . - ·.
- · · - · · - · ' · "
- .. , ~ •
- ' •
. ., t _ . - -8 J 1000 1
· ·· i. \ , \ , , -, . - __ · .. . _ · ~~ : ~;; · ca
;:-:: - '= - - :·: : - . _-_:··:-:z -_ ·_ ,-- r's/~\\\~ ---=.
j -- . . -.. - .. . .m . ~
. ;· ·::-: -i~ :~·>:-: -~
.. -- - . -·-·.:: - -. . ~ a ,J . ., - .•
I
rrt·-t1d ·IHt-1-HIH- -- -
.· ~\, ~ . \~. ~: . -· =: -~' . - - "'O
-· Y · . . , -~ • "'O ca
-f -L.l.L .. - .. - i!5 Iii 800
I H. I l l _ . . > rT1
. .
- ' .' , \.~' . ·
. . . . .-~,,, .
. .·· :.... ~ ~ ·-~ s ~ . ~
. · ._
._ . ~~
-
~ ~
·1 ... 1- . . - - . . ·-
~ tltN-iHHll.ttr~-,:r.U+ltllHffFl1~ -- -- · - -· · ......
\ ~ :· - -
-II
t::, ~~
oo:1tttt=t~~i=l=li=l=t:f'1tt-llt+H+tttt-l·W ·: <= -~ :- · · -~ . ~
-50
~-:-. · . -.. :.-'.. : - · ·-,-.· -ROO -l&oo
O 50 3500 3000 2500 ~~
0 5 10 15
- OOTSIDE AIR TEMP.-°C WEIGHT-LBS. WIND-KTS. ~~
Example:
2n
I ! ~o
a: Airpo rt pre~u re altitude: 400 ft. oa
O.A.T.: 24 ° C
=< Gro~ weight: 3 277 lbs.
Wind comp onent : 0
\0
--.... Groun d roll : l 067 ft.
e~Qa
00 =iz
.,, .,,
-~ ~=a
w !Tl
c:: N:;,:,
!Tl PA-32RT-300T
0 :;,:, >
::: ;i3
l-+l-+tttifill-+-14--1 ~-l--1-+-
: -. :- -: ~ ~u.\oo®o~@ ~~oo~@~ M~·~~~ irnnmmmwmrn-1 HJ tgn
> tttl -_ OPTION _L_LANDIG GEAR HEAVY DUTY GROUP NO. 1 ISTAUID ~~~
-<
l:naWlliillliUilll!JiUlllii,±i r __
_,__, _r,_,_.mJl, AssoaATED CONDITIONS: (SEE EQUIPMENT LISTI ~2600 2~
l,C)
I--++++++ ,_ ,cl (")
--
...... POWER
oFF APPROAat, FULL RAPS nu r-mrr -- Cl:IO
00
.,,
i ,_._._. ..,_._. Jtnuw:1l WDINif gl~E~!,,?~r~IAS_*APPROACH : :
u __- 0~
FULL STALL TOOCHDOWN - · - - -· - 12400 r-' 0
1:i}-[-1:fJMH - PAVDJ, llVEl riliY RUNWAY JLi _ _- -: -_: _- : _~ ~~

1-l+l-l-1--1-J.+T - : -- ~l - -- -
~ . ~-lt(nl!:~-~~--··-·--- - --~--- lJ L -- - -- ' • Q::1
• ~ - - - •CAUTION Whea landln& at C.G.'s Fwd of 82 inches, , ~ ~o
ttltfflttttl!t'.:,',/il , . . • .'" !&OOIO. lailq .,,_.,., ....... IIIO KM~ . : . , 11, 2200 . z
("'}
~
trl ~ ~ -L - - - - ~. - - - . -- - - - ~~ tj:
' • '.J__~
~
~ - -~ -
: - -
- -0::: -
/~ ~J; 15~
. ~
I
t I~ _ • - - - , _ _ • ! _ 2000
~~ ~ ll: -- . ~ - :a:~ r,~ --~ ~
~- ~ ...... - ' - - - - - t:
...,...: .. - -
-· - .!ii
..
ca o ~ -~..~- . - ::'. g ~
V, C:
_,_ ~~ □ b! 1800 ~
~ ~ .. ij ~ -.;::l"~ =
:+i.+
~ -fif lill'i±fid: I
ffl OOlfflfflltltitittffltlfflffl~ rJ:~ t 1600 ti
c::11
&; i;; CD
l-+l--l-1-1-l ,_•- iii
-mmt-~Ilffllllffll
-=~
IItttttftlttltlt11J100tioommw ~ Iii:
~ .....
~en 1400 ~
50 3500 3000 2500 2000 (J 5 10 15
-50 0
~ WEIGHT-LBS. WNJ-KTS.
0 OOTSIDE AIR TEJl>.·°C
~
; ~
en Example:
~ Airport pressure altitude : 400 ft. ~
~ O.A.T.: 24 • C ~~
Gross weight : 3277 lbs.
< Wind component: 0 ~g
VI 'jCl
I IC Landing distanceover 50 ft. barrier: 1755 ft.
WO ~~
WO
.,, (I)
;!;~ tr1 tr1

~a ~g
Oo
1
-1 f_++-- 1
PA -32 RT -30 0T
~ ·1 ~-ti{~H+llHH--Hl+f~ll. ~ INUfi'O' 00~ '@iii@lll
llro~ 1i)@ll''~' 1111111 H1ffl .. . 1.1-1 . . . 1=1- ~z
T +tt+H 11--11-1+1+1-H f-nm-1 lrlllNl!:I IN~ l.!!I~ l!:I llll\!!/ ~ +it 1 - · · ~Ul
_ , -~ WRH OPTIONAL LANDIG GEAR IIAVY DUTY GROUP NO. 1' ISTAUfD~ ~ · . :j -·•1 n
~ ~ , tr1
8 ~1~t .. •· .... •. ·. ,; inr" ·••H• ISfE EQUIPMENT USTI .._.~ tt~ 1100
... _ I ~,. _·.--.
-
- -: ·-~t"-
:.· ··-··.-:,:.·-· . . . :-ASSOCIATED CONormNS: rITTl!Uftlti- · _ .~is . - -
. A~:i'
· ·::·.~.~ -- - ·POWER OFF APPROACH Rill RAPS ·· -- - ~ ~ . ~-~~ . - 1·. . - I
~ ,,i,• · ·.. : .· ·. • ·-- -~ - - : . =• ..•n•11sGEARmENom'.i+ . - - · · __: _ u -~~41; -r
·· -~,·1 . . . . . -- uuunn IH .
~ ' " ~ . ~ 1400
· #'r.ef-~ . +. · . . Rill STAll TOOCIIJOWN i:t ·_ - . . ·
~~~ . - b" . -. . .. . PAYED LEVEL DRY RUNWAY
.
. . . ·. ~ .
!,f' .....~~~~ -- -~
. - S)... . . . .. . .. . - .
t::, . • . ~ ~ . .. .. .. .. -~
.. ~ • • . .. . ••
I
~
. ~ I,,
-~
~~~~~
~~~
• . . • • • __ . ~ --
-P
. _ ~. ~ • •k - ~ ~ . 1200
t;
~
.. . -- · - - ht - 2!5
"' S·· . ~ __ _ ·
~ _~ _ ~~ _t ~ ai::
I l,t-i Od " " "'" " I " • " I " ,., l\f-N,
1-. •
~Ir ' ~ • -_11~ ' " : . " : : . - . .; ' ~ !i!
· ,'l ·n 1- • - • ~ 1 - f l c
in. . k -~
· c::,
~~~- ~~ • •-Al -11-H++ I H 11 1-1 11 ~ l·I If1-tt•t t--l·t-H i3
, • ~· ~· • • ~ ~ • 1000 Bi
"%1 ·~ n I LaJ • - ' • • "' w·
! IHH1ill H 1-H-+l+H+W " .. ~ ·: ca
__......., _.-r-r--r:-1...-rrr , , • , 1 , , , . i!n.J..lli..lll..uL............... . ,++t-t+-t-1 ,- , t--t: I 11 I rl T
~- ~ 1:7-.r.r:i:it I l.J. ~, · ... ~,; S.. ' I
l.'A 1..1'1 I I I I I I I I I I.'."" .. . · ++ -. . ~ ~, \ ~ ~ \, \ ~ ·· ..
ca o · i:+f- 11 .. '~ ~~ =!
• -~~ ·~ ~ ~ , ~ , - - · - • · ; ~ . . _r.,~ 100
-~ ~ t2 - . ' ~ ' .' .~ -~ . - .
.
. ::s . ' ~ ~ ' - I"~ • ' . . -
Ct - - ~ . . .. . . .• ~ .. ~~
= ~ r'i~ . . '. - ~ . ~ . ~
. ..
. 'TT
... . .. . • . . • .
.. ~ . • . .•
... -~~
. ._
.
.
~ ~ .
- l!!! 800
.'
~ -- . . · ... ~ ~
.. ~
. -~ -~ - ~~
. •
-. .. iii!
-
j rl"TT iTll TTT , ·r r J, ·Iii
. .
-
. .
- - . - •
r T T l llllllll__l_______ LILL.l--&-
- -.L J . ~
.,, i:a
.,,
>tr1
7.u.u it. .- .---~ . .,..,. ·-· r _... 1 1-1-1- l-+-+-I-~
™:ftttt1 ~~
~ .5~0~ 0 3500 3000 2500 0 5 10 15
50 ~~
~
t::, IIJTSIDE All TEMP.·° C WEIGHT-LBS. WIUJ-KTS.
{ I)
-
~
~§
2n
r:J {I)
I Example: ~~
~ Airport pressure altitude: 400 ft. oa
O.A.T.: 24 • C r-'
~ Gross weight: 3277 lbs.
. Wind compone nt: 0 ~~
\D Ground roll : 936 ft.
~o
~ t:I 2:
--
00
TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Page
Paragraph No.
No.
6-1
. .. . . . - - • • • • · · · · · · · · · · · · · · ·
6.1 General ... . . . . . .. ... ... . . . . . .. 6-2
.... ..... . - • • • • · · · · · · · · · · ·
6.3 Airplane Weighing Procedure .. . . . . . . ... . . . . . . . . . . . . . . - - • • • • · • · · · 64
6.5 e1 1 t and Balance Data and Record . .
w·g1 . . . . . 6-9
. . . . . . . . . - .. - - • • • • · · · · · · · · ·
6.7 General Loading Recommendations . . . . . . 6-10
... . . . ...... . ...... - - - - - • • •
6.9 Weight and Balance Determination for Flight . 6-14
ter ... . . . . . . . . . ... . . . . . . . .
6.11 Instr uctio ns for Using the Weight and Balance Plot 6-17
. . . . . . --•••••••· · · · · · · · · · · ·
6.13 Equi pme nt List . . . . . . . . . . . . . . . . . .... . .. .. . . . . . . . . . . . . . . . . . . . . 6-17
(a) Propeller and Propeller Accessories .
ems . . . . . . . ... . .. .. . .. . 6-18
(b) Engine and Engine Accessories, Fuel and Oil Syst
. . . . . . . . . . .. . . .. . . . . . . . 6-19
(c) Landing Gear and Brakes .. . . . . . . . . . .
. . . . ... .. .. . . . . . . . .. - - - 6-19
(d) Electrical Equi pme nt . . . . . . . . . . . . . .
. . .. - . . . - - - • - • - • • • • • • • 6-20
(e) Instr ume nts ... ... . . . ... . . . . .. . ..
. . . . . . . . . . . . . . . . . . . . . . . 6-21
~0 Hydraulic Equi pme nt . . . . . . . . . . . . . .
. . . . . . .· . . . . . • . . - • - • • - - - 6-22
Cabin Inter ior . . . . . . . . . . . . . . . . . .
(g) ems (Optional Equi pme nt) . . . . . 6-24
(h) Engine and Engine Accessories, Fuel and Oil Syst ~24
pme nt) . : . . . . . . . . . . . . . .
(i) Propeller and Propeller Accessories (Optional Equi
. . . . . . . . . . . . . . . . . . . . . . 6-24
(j) Landing Gear and Brakes (Opt iona l Equi pme nt)
. . . . . . . . . . . . . . . . . . . . . . . 6-25
(k) Electrical Equi pme nt (Optional Equi pme nt) .
. . . ... . ... . . .. . .. ... . . . . 6-27
Instr ume nts (Optional Equi pme nt) . .. . . .
. .. .. .. . . . . . .. . . . . .. .. .
(1) 6-31
(m) Auto pilot s (Optional Equi pme nt) . .. ·. . . .
. .. ... . . .. . . . . . .. .. . . . . 6-32
(n) Radio Equi pme nt (Optional Equi pme nt) . ..
. . . . . . . .. .. . . . . . . . . . . . 640
(o) Miscellaneous (Opt iona l Equi pme nt) . . . . ..
REPORT : V~9 00
6-i
·PIPER AIRCRAFr CORPORATION SECTION 6
"PA-JlRT-300T, TURBO LANCE II WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
In order to achieve the performance and flight characteristics which are designed into the airplane. it must
be flown with the weight and center of gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers a flexibility of loading, it cannot be flown with the maximum number of
adult passengers. full fuel tanks and maximum baggage. With the flexibility comes responsibility. The pilot
must ensure that the airplane is loaded within the loading envelope before he makes a takeoff.
Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or
cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will
have. ·
Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward in any .
airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft, the airplane may
rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This
can lead to inadvertent stalls and even spins; and spin recovery becomes more difficult as the center of
-avity moves aft of the approved limit.
A properly loaded airplane however, will perform as intended. Before the airplane is licensed. a basic
empty weight and. C.G. location is computed (basic empty weight consists of the standard empty weight of the
airplane plus the optional equipment). Using the basic empty weight and C.G. location, the pilot can determine
the weight and C.G. position for the loaded airplane by computing the total weight and moment and then
determine whether they arc within the ap_p roved envelope.
The basic empty weight and C.G. location arc recorded in the Weight and Balance Data Form
(Figure 6-5) and the Weight and Balance Record (Figure 6-7). The current values should always be used.
Whenever new equipment is added or any modification work is done, the mechanic responsible for the work
is required to compute a new basic emptywcight and C.G. position and to write these in the Aircraft Log Book
and the Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in detennining how much fuel or baggage can be
boarded so as to keep within allowable limits. Check calculations prior to adding fuel to insure against
overloading.
The following pages are forms used in weighing an airplane in production and in computing basic
empty weight, C.G. position, and useful load. Note that the useful load includes usable fuel, baggage, cargo
and passengers. Following this is the method for computing takeoff weight and C.G.

PIPER AIRCRA FT CORPOR ATION
SECTION 6 PA-32RT -300T, TURBO LANCE II
WEIGIIT AND BALANCE
6.3 AIRPLANE WEIGHING PROCED URE
At the time of licensing. Piper Aircraft Corporat ion provides each airplane with the basic empty weight
l!_nd center of gra,·i.ty location. This data is supplied by Figure 6-5.
The removal or addition of equipmen t or airplane modifications car. ,· ffect the basic empty weight and
of
center of gravity. The following is a weighing procedure to determine tlu:. basic empty weight and center
gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipmen t list are installed in the proper
location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the
airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remaining fuel is drained. Operate engine
on each tank until all undrainable fuel is used and engine stops. Then add the unusable fuel
(4.0 gallons total, 2.0 gallons each wing).
CAUTIO N
Whenever the fuei system is completely drained and fuel is replenished it will
be necessary to run the engine for a minimum of three minutes at 1000 RPM
on each tank to insure that no air exists in the fuel supply lines.
(4) Fill with oil to full capacity.
(S) Place pilot and copilot seats in fourth (4th) notch, aft of forward position. Put flaps in the
fully retracted position and all control surfaces in the neutral position. Tow bar should be in
the proper location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors in scale readings due to wind.
(b) Leveling
( 1) With airplane on scales, block main gear oleo pistons in the fully extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire, to center bubble on level.
ISSUED: MAY 1, 1978

REPORT: VB-900 REVISED: JULY 7, 1984
6-2
rIPER AIRCRAFT CORPO RATION SECTIO N 6
PA-JlR T-300T , TURBO LANCE Il WBGH T AND BALANCE
(c) Weighing - Airplane Basic Empty Weight
0) With the airplane level and brakes released, record the weight shown on each scale Deduct
the tare, if any, from each reading.
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Basic Empty Weight, as Weighed (T)
WEIGH ING FORM

Figure 6-1
(d) Basic Empty Weight Center of Gravity

is level. Refer to
(1) · The followin g geometr y applies to the PA-32R T-300T aiiplane when it
Leveling paragrap h 6.3 (b).
LG.Arm
78.4
Level Points
(Fuselag e Left Side)
Wing Leading Edge

The datum is 78.4 inches
§
A = 14.2 ..
o Al ___j R+L ahead of the wing leading edge
at the intersec tion of the
straight and tapered section.
= 109.7 ~B
B
LEVELING DIAGRAM
Figure 6-3
REPOR T: VB-900
ISSUED : MAY 1, 1978 6-3
SECTION6 PIPER AIRCRAFr CORPORATION
WEIGIIT AND BALANCE PA-32RT-300T, TURBO LANCE II
(2) The basic empty weigllt center of gravity (as weighed including optional equipment, full oil
and unusable fuel) can be determined by the following formula:
C.G . .Arm= N (A) + (R + L) (B) inches

T
Where: T = N + R + L
6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight. Center of Gravity Location and Useful Load listed in Figure 6-5 are for the
airplane as licensed at the factory. These figures apply only to the specific airplane serial number and
registration number shown.
The basic empty weight of the airplane as licensed at the factory has been entered in the Weight and
Balance Record ( Figure 6-7). This form is provided to present the current status of the airplane basic empty
weight and a complete history of previous modifications. Any change to the permanently installed equipment
or modification which affects weight or moment must be entered in the Weight and Balance Record.
REPORT: VB-900 ISSUED: MAY l, 1978

PIPER AIRCRAFT CORPORATIOJ'l SECilO N 6
PA-32RT-300T, TURBO LANCE II WEIGIIT AND BALAN CE
MODEL PA-32RT-30CIT TURBO LANCE II
Airplane Serial Number _ _ _ _ _ _ _ __
Registration Number _ _ _ _ _ _ _ _ __
Date _ _ _ _ _ _ _ _ _ _ _ _ _ __
AIRPLANE BASIC EMPTY WEIGIIT
C. G. Arm
Weight (Inches Aft = Momen t
X
Item (Lbs) of Datum) (In-Lbs)
Standar d Empty Weight* ~~:::;1uted
Optiona l Equipm ent
Basic Empty Weight
*The standard empty weight includes full oil capacity and 4.0 gallons of unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Basic Empty Weight) = Useful Load
(3600 lbs) - ( lbs) = lbs.
AIRPLA NE AS
THIS BASIC EMPTY WEIGH T, C.G. AND USEFU L LOAD ARE FOR THE
AFT RECOR D WHEN
LICEN SED AT THE FACTO RY. REFER TO APPRO PRIAT E AIRCR
ALTER ATION S HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM

Figure 6-5
REPOR T: VB-900
ISSUED : MAY t. 1978 6-5
REVIS ED: JULY 7, 1984
SECI10N6 PIPER AIRCRAFf CORPORATION
WEIGHT AND BALANCE PA-32RT-300T, TURBO LANCE II
THIS PAGE INTENTION~LY LEFT BLANK
ISSUED: MAY 1, 1978

REPORT: VB-900
6-6
.,, .,,
~ta
Wtrf
,,- Registration Number Page Number N~
~~ PA-32RT-300T Serial Number
<c:
-~
~o Weight Change Running Basic
0 .. Empt y Weight gn
.. ~
Item No. Adde d(+) Remo ved(·)
c... ►
~,.-ig
C: -< Date Description of Article or Modification Moment
r""4 Wt. Arm Moment Wt. Arm Moment Wt.
i<~
....._ In Out (Lb.) (In.) /JOO (Lb.) (In.) /100 (Lb.) /I 00
.. 'D
'D 00.....
la
0'3
- As Licensed r-' 0
~
s~=~
~
:i
:!l ~
'
Ii ~
i
~
s
~
,, :i
~
.,, ~en
0
,, ~rr,
~ eg
< zO
= I
~~
<r-:8
..... C>
•.. - , ~~ .
t~ PA·32RT-30(11' SeriaJ Number Registration Number Page Number C)g
a ejo
Weight Change Running Basic
' ~
~
Item No. Add ed( +) Removed(·) Empty Weight ~:
Date · Description of .Article or Modification ~
8,
'° Wt. Arm Moment Wt. Arm Moment Wt. Moment
In Out (Lb. ) (Jn.) / I ()0 (Lb.) (In.) /100 (Lb.) /100
!
m
ij
~~
~- =
I '
;8~t
!~
,.,8 "'Cl
0
-8 ~~
w::i:i
- ~~
~
- ~§
~
~8
~ ~~
r-'
3:
~ ~~
~o
. =z ·
1,0
~
--
00
PIPER AIRCRAFT CORPORJ"TION SECTION 6
PA-32RT-300T, TURBO LANCE D WEIGHT AND BALANCE
6 -7 GENERAL LOADING RECOMMENDATIONS
. The following general loading recommendation is intended only as a guide. The charts, graphs,
lllStructions and plotter should be checked to assure that the airplane is within the allowable weight vs.
center of ~vity envelope.
(a) Pilot only ·
, Load rear baggage compartment to capacity first
(b) 2 occupants- pilot and p~nger in front
Load rear baggage compartment to capacity first.
(c) 3 occupants- 2 in front, 1 in rear
Forward baggage may be limited by envelope.
Fuel may be limited by envelope.
(d) 4 occupants - 2 in front, 2 in rear
Forward baggage may be limited by envelope.
(e) 5 occupants- 2 in front, 1 in middl~. 2 in rear
Special investigation required to determine optimmn baggage loading.
(0 5 occupants - 1 in front, 2 in middle, 2 in rear
Load forward baggage compartment to capacity first.
Rear baggage may be limited by envelope.
(g) 6 occupants - 2 infront, 2 in middle, 2 in rear
Fuel or baggage may be limited by envelope.
(h) 7 occupants·- 2 in front, 3 in middle, 2 in rear
Fuel or baggage may be limited by envelope.
,
REPORT: VB-900
ISSUED: MAY 1, 1978 6-9
SECl10N6 . PIPER AIRCRAFT CORPORA TION
WEIGHT AND BALANCE PA-32RT-3 00T, TURBO LANCE II
6.9· WEIGHT AND BALANCE DETERMIN ATION FOR FUGHT
(a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-13) to determine the moment of all items to be carried in the
airplane.
(c) Add the moment of all items to be loaded to the basic empty weight moment.
(d) Divide the total moment by the total weight to detennine the C.G. location.
(e) By using the figures of item (a) and item (d) (above), locate a point on the C.G. range and weight
graph (Figure 6-15). If the point falls within the C.G. envelope, the loading meets the weight and
balance reouirements.
ArmAft
Weight Datum Moment
(Lbs) (Inches) On-Lbs)
Basic Empty Weight
Pilot and Front Passenger 340.0 85.5 29070

Passen~rs (Center Seats) (FoIWard Facing) 118.1
Passen~rs (Center Seats) (Aft Facing) (Optional) 119.1
...
Passen~rs (Rear Seats) 340.0 157.6 53584 -
--
~
Passen~r (Jump Seat) (Optional) I
118.1 -·
Fuel (94 Gallon Maximum) 93.6

-
Bagga~ (Forward) (100 Lb. llmit) 42.0
Baggage (Aft) ( 100 Lb. Limit) 178.7
Moment due to Retraction of Landing Gear 819
Total Loaded Airplane
The center of gravity (C.G.) of this sample loading problem is at inches aft of the datum line.
Locat-e this point ( ) on the C.G. range and weight graph. Since this point falls within the weight-
C.G. envelope, this loading meets the weight and balance requiremen ts.
IT IS THE RESPONSIBILI1Y OF THE PILOT AND AIRCRAFf OWNER TO INSURE TiiAT TIIE
AIRPLANE IS LOADED PRqPERLY.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY)

Figure 6-9
REPORT: VB-900 ISSUED: MAY 1. 1978

6-10 .
PIPER AIRCRAFr CORPORATION SECTION 6
PA-32RT-300T, TURBO LANCED WEIGHT AND BALANCE
Ann Aft
Weight Datum Moment
(Lbs) (Inches) (In-Lbs)
Basic Empty Weight
Pilot and Front Passenger 85.5
Passengers (Center Seats) (Forward Facing) I 18. l
Passengers (Center Seats) (Aft Facing) (Optional) ll9.l
Passengers (Rear Seats) 1S7.6
Pmenger (Jump Seat) (Optional) 118. 1
Fuel (94 Gallon Maximum) 93.6
Baggage (Forward) (100 Lb. Limit) 42.0
Baggage (Aft) (100 Lb. Limit) 178.7
Moment due to Retraction of Landing Gear 819

I
Total Loaded Airplane
Totals must be within approved weight and C.G. limits. It is the responsibility of the airplane owner and the
pilot to insure that the airplane is loaded properly. The Basic Empty Weight C.G. is noted on the Weight
and Balance Data Form (Figure 6-5). If the airplane has been altered, refer to the Weight and Balance
Record for this infonnation.
WEIGHT AND BALANCE LOADING FORM

Figure 6-ll

6-11
SECTION6 · PIPER AIRCRAFT CORPORATION
WEIGIIT AND BALANCE PA-32RT-300T. TURBO LANCE II
~ 600 ~r-r--r--r-r--r-~~..,........-,-..,........-,--......-......-.. ..-....--,---,----r---r---i1r--n/~-,

i--t-t-t-t-t--t-4-4--4--4--+--+--1--1--l- -l--+--+--+--+- ~ '/-~---
550t--t--+--+--+--+--+-+-+-4-4--+--+-~~ -1--1--'--'--I--::,...~/
l~f/
t--t--t--t--+--+--+-+-+-4-~-4---+--1--1- ~~-1--'-~"".,q'--+--+~,--,f
s 10 IS 20 25 30 35 40 45 so 55 60
MOMENT/ I000 (POUNDS-INCHES)
LOADING GRAPH
Figure 6-13
ISSUED: MAY 1. 1978

REPORT: VB-900
6-12
PA-J2RT-300T. TURBO LANCE II WEIGHT AND BALANCE
3600 LBS. MAX. GROSS · WT. 92

91.,,,-...,__9,..3_"T
9 _4 ___,
90
WEIGHT VS C.G. ENVELOPE
.,,
CJ) •
,._ U)
- m
\--+--+---+--+--;f--+--+--+--+-+---t-+--+--+-....,...-l--7-2400
--'
,._
t-
J::
CL. CJ
~ iii
\--\---+--+--+--+--+---t--+---t--t---t---11--t-t-t-----~-2200
t-
u.
<
a:
0
\-+-r-r-l--l--t--r-1--t--t---t-+-+-+---,..-----~-2000
<
1 - - - - - - - ' - - ' _ _ . _............_........_..__.___.__.__._....,_..,_.,___ _ _ _ _ _1800

80 82 84 86 88 90 92 94
C.G. LOCATION (INCHES AFT DATUM)
Moment change due to retracting landing gear= +819 in-lbs.
C.G. RANGE AND WEIGHT

Figure 6-15

6-13
SECTION6 PIPER AIRCRAFf CORPORATI ON
WEIGHT AND BALANCE PA-32RT-300 T, TURBO LANCE Il
6.11 INSTRUCTIO NS FOR USING THE WEIGHT AND BALANCE PLOTTER
This plotter is provided to enable the pilot quickly and conveniently to:
• (a) Determine the total weight and C.G. position.
(b) Decide how to change his load if his first loading is not within the allowable envelope.
Heat can warp or ruin the plotter if it is left in the sunlight. Replacement plotters may be purchased
from Piper dealers and distributors.
When the airplane is delivered, the basic weight and· basic C.G. will be recorded on the computer.
These should be changed any time the basic weight or C.G. location is changed.
The plotter enables the user to add weights and corresponding moments graphically. The effect of
adding or disposing of useful load can easily be seen. The plotter does not cover the situation where cargo is
loaded in locations other ~ on the seats or in the baggage compartments.
Brief instructions are given on the plotter itself. To use it, first plot a point on the grid to locate the
basic weight and C.G. location. This can be put on more or less permanently because it will not change until
the airplane is modified. Next, position the zero weight end of any one·of the loading slots over this point.
Using a pencil, draw a line along the slot to the weight which will be carried in that location. Then position
the zero weight end of the next slot over the end of this line and draw another line representing the weight
which will be located in this second position. When all the loads have been drawn in this manner, the final
end of the segmented line locates the total load and the C.G. position of the airplane for takeoff. If this
point is not within the allowable envelope it will be necessary to remove fuel, baggage, or passengers and/or
to rearrange baggage and passengers to get the final point to fall within the envelope.
Fuel bum-off and gear movement do not significantly affect the center of gravity.
SAMPLE PROBLEM
'
A sample problem will demonstrate the use of the weight and balance plotter.
Assume a basic weight and C.G. location of 2150 pounds at 83.5 inches respectively. We wish to carry
a pilot and 5 passengers. Two men weighing 180 and 200 pounds will occupy the front seats, two women
weighing 115 and 13 S pounds will occupy the middle ~eats and two children weighing 80 and 100 pounds
will ride in the rear. Two 25 pound suitcases will be tied down in the front baggage compartment and two
suitcases weighing 25 pounds and 20 pounds respectively, will be carried in the rear compartment . We wish
to carry 60 gallons of fuel. Will we be within the safe envelope'?
(1) Place a · dot on the plotter grid at 2150 pounds and 83.5 inches to represent the basic
airplane. (See illustration.)
(2) Slide the slotted plastic into position so that the dot is under the slot for the forward seals,
at zero weight.
(3) Draw a line up the slot to the 380 pound position (180+ 200) and put a dot.
( 4) Move the slotted plastic again to get the zero end of the middle seat slot ovor this dot.
(S) Draw a line up this slot to the 2S0 pound position (115 + 135) and place the 3rd dot.
I~UED: MAY 1, 1978

REPORT: VB-900
6-14
SECTI ON 6
PIPER AIRC RAFT CORPORATION
PA-J 2 RT-J0 0T, TURBO LANCE II WEIGHT AND BALANCE
for weigh t in the rear seats (80 +

(6) Contin ue moving the plastic and plottin g points to accoun t
100), forward baggage compa rtmen t (50), rear baggag e compa rtmen t (45), and fuel tanks
(360).
total weigh t to be 3440 pound s
(7) As can be seen from the illustr ation, the final dot shows the
with the C.G. at 9L6. This is well within the envelope.
(8) There will be room for more fuel.
· As fuel is burned off, the weight and C.G. will follow down
the fuel line and stay within the envelope
for landin g.
SAMPLE PROBLEM
95
3600 LBS. MAX. GROSS WT. ·.-..--.......-,---. -3600
90
WEIGHT VS C.G. ENVELOPE
/;l
t: :
--~rH- ---t--;- --t--r-- r--i---r --t--1-
-t-"1 -
..,~ - - - :::c' · 2 400
,_
~
I&. c.,
~ iii
l--l--l--- +'t-+--r --t---~- ;--r--i-- -t--1--1 --1
_ _ _ _3 _ 220
...<
~
cc
u
\--lr-t --t-t-1 ----r-t -t-1-r -r-t-1 -r,---- -'~-20 00
_ _ _,900
~ - - - - . _ . . . . . . _............._._......._........_._....._......,_......_._ _
80 82 84 88 88 90 .92 94
C.G. LOCATIO N (INCHES AFT DATUM)
Mome nt change due to retract ing landing gear =+819 in-lbs.
ISSUE D : MAY 1, 1978 REPO RT: VB-900

6-15
SECTION6 PIPER AIRCRAFI' CORPORATION
.TIDS PAGE INTENTIONALLY LEFr BLANK
ISSUED: MAY 1, 1978

REPORT: VB-900
6-16
PA-32RT-3 00T, TURBO LANCE D WEIGHT AND BALANCE
6.13 EQUIPMENT LIST
. The following is a list of equipment which may be installed in the PA-32RT-300T. It consists of those
items used for defining the configuration of an airplane when the basic empty weight is established at the
time of delivery. Only those standard items which are alternate standard items and those required to be
listed by the certificating authority (FAA) are presented. Items marked with an " X" are those items which
were installed on the airplane described below as delivery by the manufactur er.
Where the letter "A," "B," or 'C" precedes an item, "A" denotes an item which is required
equipment that must be installed in the aircraft, "B" denotes an item which is required equipment that
must be installed in the aircraft unless replaced by an optional equivalent item; "C" denotes an optional
item which replaces a required item of standard equipment. Where no letter precedes an item, that item is
not required equipment. ·
Unless otherwise indicated, the installation certification basis for the equipment included in this list is
the aircraft's approved type design.
PIPER AIRCRAFT CORPORATION PA-32RT-300T TURBO LANCE II

SERIAL NO. _ _ _ _ _ __ REGISTRATION NO. _ _ _ _ _ __ DATE: _ _ _ __
(a) Propeller and Propeller Accessories
Item Mark if Weight Arm (In.) Moment

No. Item Inst!. (Pounds) Aft Datum (Lb-In.)
1 A Propeller, Hartzell
HC-E2YR-1 ( ) F/F8477-4
Cert. Basis - TC P9EA 62.0 -15.8 -980
3 Spinner
Piper Dwg. 98708-2 4.7 -16.9 -79
5 A Propeller Governor
Piper Dwg. 66634-8
(Hartzell F4-11B)
Cert. Basis - TC P920 4.5 -3.1 -14

6-17
(b) Engine and Engine Accessories, Fuel and Oil Systems
~Item Mark if Weight Arm (In.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
7 A Engine
Lycoming Model TIO-540-SIAD
Cert. Basis - TC E 14EA 533.0 11.6 6183
9 A Engine Driven Fuel Pump
Lycoming P/N LW-14444-Y
(Lear Siegler P / N R G9080J7 A)
Cert. Basis - TC El4EA • 1.9 27.6 52
11 A Electric Fuel Pump
Weldon P/N 10080-A 3.3 117.0 386
13 A Fuel Valve
Piper Dwg. 38142-2
(Airborne P/N 1-865-5) 2.4 110.8 266
15 A Oil Cooler
Piper Dwg. 41635-0
(Harrison P/N 8535311) or
(Niagara P/N N.D.M. 20010A) 4.4 22.8 100
17 A Air Filter
Donaldson P / N P 10-6590 0.8 1.2 1
19 B Alternator
Piper Dwg. 99945-0
a. Chrysler P / N 3656624 *12.7 -2.5 -32
b. Chrysler P/N 4111810 13.5 -2.5 -34
21 A Starter
Lycoming P/N LW-14207
(Prestolite P/N MZ 4206)
Cert. Basis - TC E 14EA *18.0 0.7 13
23 A Oil Filter
Lycoming P/N LW-13906
(Champion P/N 48103)
Cert. Basis - TC E 14EA *1.6 43.5 70
*Included in basic engine· dry weight.

PIPER AIRCRAFT CORPORATION SECTTON 6
PA-32RT-300T, TURBO LANCE II WEIGHT AND BALANCE
(c.) landing Gear and Brakes
Item
Mark if Weight Arm (In.) Moment
31 B Two Main Wheel-Assemblies, 32.9 109.8 3612

a. Cleveland Aircraft Products
Wheel Assy. No. 40-90
Brake Assy. No. 30-65
Cert. Basis - TSO C26a
b. 6.00-6 Type III 8 Ply
Rating Tires with Reg. Tubes
Cert. Basis - TSO C62
33 B Nose Wheel Assembly
Wheel Assy. No. 40-77
Cert. Basis - TSO C26a 2.6 14.3 37
b. McCauley Industrial Corp . .
Wheel Assy. No. D-30500
Cert. Basis - TSO C26b 3.6 14.3 51
c. 5.00-5 Type III 6 Ply
Rating Tire with Reg. Tube
Cert. Basis - TSO C62 6.1 14.3 88
(d) Electrical Equipme nt
-
41 A Voltage Regulato r
Piper Dwg. 68804-2 0.5 19.4 10
43 B Battery
Rebat S-25 21.9 42.4 929
45 A Starter Relay
Piper Dwg. 99130-2
(Rebat P/N 111-111) 1.0 32.4 33
47 A Over Voltage Relay
Piper PS50034 -l
(Prestolite (Wico Div.)
P/N Xl6799) 0.5 23.0 12
ISSUED: MAY 1, 1978 REPORT : VB-900

&-19
SECTION 6 PIPER AIR.CRAFT CORPORATION
(e) Instruments
I.tern Mark if Weight Ann (In.) Moment

51 B Altimeter
Piper PS50008-4-2
(United Instruments UI5934-PA or
UI5934-PA-1)
Cert. Basis - TSO Cl Ob 1.1 65.9 73
53 B Aitspeed Indicator
Piper PS50049-46S-2
(United Instruments 8025-B.342)
Cert. B~s - TSO C2b 0.6 66.8 40
55 A Manifold & Fuel Flow Indicator
Piper 98675-2
(EDO-AIRE P/N IU02~05-31RS)
Cert. Basis - TSO C45 & C4 7 1.2 66.2 80
57 A Compass
Piper Dwg. 67462-6
(Airpath P/N C-2200-L4-B)
Cert. Basis - TSO C7c 0.9 64.9 59
59 A Tachometer
Piper Dwg. 62177-11
(Stewart Warner 551-ARZ) 0.7 66.2 47
61 A Left Engine Ouster
Piper Dwg. 95241-26 0.8 67.4 54
63 A Right Engine Cluster
Piper Dwg. 95241-25 0.8 67.4 54
65 A Exhaust Gas Temperature Gauge
Installation
Piper Dwg. 98681-2, ALCOR
Indicator 202A-7T
Probe 001-005-N
Lead Assy. 001-005-96 0.7 69.4 49

6-20
(0 Hydraulic Equipment
Item Mark if Weight Ann (In.) Moment

71 A Handbrake Master Cylinder

Cleveland Aircraft Products
No. 10-22 0.6 60.9 37
73 A Toe Brake Cylinders
No. 10-27 0.7 55.1 39
b. Gar-Kenyon Instruments 17000 0.4 55.1 22
75 A Landing Gear Hydraulic Pump

Piper Dwg. 96671-2
(Prestolite HYC-5005) 9.0 46.6 420
77 A Main Gear Hydraulic Cylinders (2),

Piper Dwg. 96860-0
Synco Devices SFA 232-3 2.2 108.0 238
79 A Nose Gear Hydraulic Cylinder

Piper Dwg. 35797-2
(Gar Kenyon 94951) 2.0 41.8 84

REVISED: DECEMBER 18, 1978 6-21
(g) Cabin Interior
Jtem
Mark if Weight Arm (In.) Moment
85 A Left Front Seat

PiperDwg. 79337-19 15.5 93.0 1442
87 Right Front Seat
Piper Dwg. 79337-20 15.5 93.0 1442
89 Left Middle Seat
Piper Dwg. 96827-24 13.5 124.1 1676
91 Right Middle Seat
Piper Dwg. 96827-25 13.5 124.1 1676
93 Left Rear Seat
Piper Dwg. 79479-2 14.5 155.7 2258
95 Right Rear Seat
Piper Dwg. 79479-3 14.5 155.7 2258
97 A Front Seat Belts (2)
Piper PS5003 942A ·
(American Safety Eqpt. Corp.
449965 Black)
Cert. Basis - TSO C22f 1.8 86.9 156
99 A · Center Seat Belts (2)
Piper PS5003 943A
(American Safety Eqpt Corp.
500577 Black)
Cert. Basis-T SO C22f 1.6 123.0 197
101 A Aft Seat Belts(2)
Piper PS50039-4-4A
(Ameri~an Safety Eqpt Corp.
500576 Black}
Cert. Basis - TSO C22f 1.6 163.0 261
REPORT: VB-900 ISSUED: MAY 1, 197.8

6-22
PA-32RT-300T, TURBO LANCE Il WEIGHT AND BALANCE
(g) Cabin Interior (cont)

103 A Shoulder Harn~ (2)

(Front Seats Only)
Piper PS50039-4-21
(Pacific Scientific
1107447-05 Black) 1.4 120.1 169
105 A Baggage Straps
Piper Dwg. 66804-0 and 66805-0 1.3 177.0 230
107 Tow Bar
Piper Dwg. 69975-2 2.3 193.9 446

SECTION.6 PIPER AIRCRAFT CORPORATION
(h) Engine and Engine Accessories, Fuel and Oil Systems

(Optional Equipment)
.
No. Item InstL (Pounds) Aft Datum (Lb-In.)
111 Vacuum Pump

a. Piper Dwg. 79399-0
(Airborne P /N 211cc 1.8 27.4 50
b. Piper Dwg. 36535-2
(Edo-Airc P/N IU128A) 2.2 27.4 60
(i) Propeller and Propeller Accessories


G) Landing Gear and Brakes

Item Mark if _ Weight Ann (In.) Moment

121 C Heavy Duty Group No. I

. 40-120 Wheel Assy. (2),
30-83 Brake Assy. (2),
Cert. Basis - TSO C26a
Goodrich 6 .00 x 6 Ribbed
Type Ill 8 Ply Rating Tire
with tube (2)
Cert Basis - TSO C62 *1.5 109.8 165
b. Goodrich S.00 x S Ribbed
Type Ill 6 Ply Rating Tire
with Tube
Cert. Basis - TSO C62 (Same as standard equipmet1t}
*Weight and moment difference between standard and optional equipment.

6-24 REVISED: DECEMBER 18, 1978
'(k) Electrical Equipment


131 Instrument Panel Lights Instl.

Piper Dwg. 38004-4 0.3 67.8 20
133 Instrument Light (2),

Grimes 15-0083-7 0.2 99.0 20
135 Reading Lights (4)

Grimes P/N 10-0644-1 0.6 133.3 80
137 Courtesy Light Installation

Piper Dwg. 3 7874-2 0.4 125.2 50
139 Forward Baggage Light

Piper Dwg. 68697-3 0.2 43.5 9
141 Landing Light Installation

Piper Dwg. 98663-2
Including Piper PS 10008-4509
(G.E. Model ·4509) 0.9 -4.0 -4
143 Navigation Lights (Wing) (2)

Grimes Model Al 285 (Red and
Green) 0.4 106.6 43
145 Navigation Light (Rear) (2)

Grimes Model A2064 (White) 0.4 304.5 122
147 Anti-Collision Lights

(Wing Tip) (Whelen)
Piper Dwg. 38221-10
Cert. Basis - STC SA6 l 5EA 6.3 186.5 1175
149 Heated Pitot Installation

Piper Dwg. 67477-0 0.4 100.0 40
151 Piper Pitch Trini

Piper Dwg. 69378-2 4.7 183.2 861
153 C Battery -12v 35 A.H.

Rebat R35 *6.5 42.4 276

6-25
(k) Electrical Equipment

{Optional Equipment) (cont)

155 Auxiliary Power Receptable,

Piper Dwg. 38014-2 2.6 48.4 126
157 External Power Cable,
Piper Dwg. 62355-2 4.3 42.0 181
159 Lighter
Casco P/N 200462 0.2 67.9 14

6-26
PIPER AIRCRAFT CORPORATION SECilON 6
(I) Instruments

167 Attitude Gyro

(Edo-Aire P/N SOO0B-9) 1.9 64.4 122
(Aeritalia S.P.A. P/N 36101P) 2.2 64.4 142
Cert. Ba-;is - TSO C4c
169 Directional Gyro
(Edo-Aire P /N 4000B-9) 2.4 64.7 156
b . Piper Dwg. 99003-4
(Aviation Inst. Mfg. Corp.
P/N 20~5) 2.8 64.7 181
c. Piper Dwg. 99003-7
(Aeritalia S.P.A. P/N 31 IOlP) 1.9 64.7 123
Cert. Basis - TSO CSc
171 Horizontal Situation Indicator (HSI)

(Mitchell P/N NSD-360A)
Cert. Basis - TSO C6c, C9c,
C52c 4.6 64.9 299
173 C Tru-Speed Indicator

Piper PS50049-46T-2
(United Instruments P/N 8125-B.341)
Cert. Basis - TSO C2b (Same as standard equipment)

6-27
WEGHT AND BALANCE PA-32RT-300T, TURBO LANCE Il
(1) Instruments
(Optional Equipment) (cont)

No. Item InstL (Pounds) Aft Datum (Lb-In.)
175 C Altimeter
Piper PS50008-5-2
(United Instruments
P/N UI5934-PAM-l)
Cert. Basis - TSO C IOb (Same as standard equipment)
177 C Encoding Altimeter
Piper PS50008-6-2
(United Instruments
P / N UI5035P-P23)
or Piper PS5~8-7-2
(United Instruments
P/N UI5035PM-P24)
Cert. Basis - TSO CIOb
and C88 •0.1 65.3 46
179 Altitude Reporter
(Narco AR-500)
Piper Dwg. 69875-3
Cert. Basis - TSO c;88 1.0 56.2 57
180 Altitude Digitizer
I
(United Instruments
P/N 5125-P3)
Cert. Basis - TSO C88 1.0 56.2 56
181 Rate of Climb
a . Piper Dwg. 99010-3
(Standard Precision Co.
P/N SP-1403 (I) - PIP) 0.5 67.2 34
(United Instruments
P/N Ul-7000) 0.7 65.9 47
Cert. Basis - TSO C8b

6-28 REVISED: APRIL 21 , 1981
PA-J2RT-300T, TURBO LANCE II WEIGHT AND BALANCE
(1) Instruments

183 Alternate Static Source Installation

Piper Dwg. 67479-2 0.4 66.0 26
185 Tum and Slip Indicator
a. Piper PS50030-2-2
(R.C. Allen P/N A2475-2) 2.9 64.7 188
b. Piper PS50030-2-3
(Electric Gyro Corp.
P/Nl 234T100-5(P) I.I 64.7 72
c. Piper PS50030-2-4
P/N 1234T100-(TY) I.I 64.7 72
187 Tum Coordinator

a. Piper PSS-30-3-2
(RC. Allen P/N RCA 80A-9 2.9 64.7 188
b. Piper PS50030-3-3
1394T100-3(5Y) 1.1 64.7 72
c. Piper PS50030-3-4
(Brittain (AIM) P/N600-009-900) 2.1 64.7 136
d. Piper PS50030-3-5
1394TI00-3(5PE) I.I 64.7 72
189 MK IO Radar Altimeter

Piper Dwg. 37693-8 5.4 181.3 979
191 Engine Hour Meter

Piper Dwg. 69889-2 0.3 66.2 20

SECTION 6 PIPE.R AIRCRAFT CORPORATION
(I) Instruments
Item
Mark if Weight Ann (In.) Moment
No. Item Inst. (Pounds) Aft Datum (Lb-In.)
193 Oock
Piper Dwg. 69920-3
or Piper Dwg. 99478-0
(Wakrnan P/N AN5743-L2
or (Aircraft Instruments and
Dev. Inc. 1G10-1) 0.4 67.4 27
195 Outside Air Temperature Gauge
Piper Dwg. 79316-0 0.2 77.6 16
197 Gyro Suction Gauge
(Airborne P/N 1G10-1)
or (U.S. Gage P/N AW1821 AF03) 0.5 67.2 34
199 . Vacuum Regulator
Airborne P/N A/M2H3-19 0.6 53.2 32
201 Vacuurn Filter
Piper Dwg. 66673-0
(Airborne P/N 117-l) 0.3 53.5 16

6-30
PA-32RT-300T , TURBO LANCE II SECTION 6
WEIGHT AND BALANCE
(m) Autopilot s
(Optional Equipmen t)
Item Mark if
No. Weight Ann (In.) Moment
Item Instl. (Pounds) Aft Datum (Lb-In.)
211 Auto Flite II

Cert. Basis STC SA-3054 SW-D 6.6 92.8 613
213 Auto Control IIIB 7.4 88.5 655
a. Directional Gyro
52D54 3.1 64.0 199
b. Omni Coupler IC-3 88 0.9 64.3 58
Cert. Basis STC SA-3053 SW-D
215 AltiMatic IIIC 23.0 126.6 2912

a. Directional Gyro
52D54 3.1 64.9 202
b . Omni Coupler IC-388 0,9 64.3 58
c. G/S Coupler IC-493 1.5 56.7 85
Cert. Basis STC SA-3253 SW-D
217 King KFC 200 Flight Control

System with KI-256 Flight
Director and 3 In. Gyros
Cert. Basis - STC SA1430CE 50.4 149.9 7555
219 King KFC 200 Flight Control
System with KG-258 Attitude
Horizon Indicator and 3 In. Gyros
Cert. Basis - STC SA1430C E 50.4 149.9 7555
ISSUED : MAY 1, 1978 REPORT : VB-900

REVISED : SEPTEMBER 8, 1978 6-31
SECI10N 6
WEIGIIT AND BALANCE PWERAIRCRAFTCORPORATION
PA-32RT-300T, TURBO LANCED
(n) Radio Equipment

Item
No. Mark if Weight Arm ·(ln.) Moment
Item Instl. (Pounds) Aft Datum (Lb-In.)
221 Collins YHF-250 or VHF-251

Comm Transceiver
a. Single
b. Dual 4.0 61.9 248
Cert. Basis-TSO C37b, 8.1 61.9 502
C38b
223 Collins VIR-350 or VIR-351
Nav Receiver
a. Single
b. Dual 3.9 62.4 243
7.9 62.4 493
Cert. Basis - TSO C40a,
C36c
225 Collins IND-350 VOR/LOC
Indicator
a. Single 1.0
b. Dual 65.2 65
2.0 65.2 130
Cert. Basis - TSO C4.0a,
C36c
227 Collins IND-351 VOR/LOC/

GS Indicator
Cert. Basis - TSO C40a,
C36c 1.3 65.2 85
229 Collins GLS-350 Glide
Slope Receiver
Cert. Basis - TSO C34c 2.0 199.7 399
1230 Collins DCE 400
Distance Computing Equipment
Cert. Basis - TSO C40a 2.1 63.9 134
231 Collins RCR-050 ADF
Receiver and Antenna
and IND-oS0 Indicator
Cert. Basis - TSO C41 c 7.7 122.1 941
233 .Collins AMR-350
Audio/Marker Panel
Cert. Basis - TSO C3 5d,
CS0b *3.3 123.9 409
*Weight includes marker antenna and cable.

(n) Radio Equipme nt

(Optional Equipmen t) (cont)

235 Collins TDR-950

Transpon der
Cert. Basis - TSO C7 4c *2.8 62.4 175
•Weight includes antenna and cable.
ISSUED : MAY 1, 1978 REPORT : VB-900

6-33
SECTIO N6 PIPER AIRCRAFT CORPORATION
WEGHT AND BALANCE PA-32RT-300T, TURBO LANCE II
(n) Radio Equipm ent

(Optional Equipme nt) (cont)
Item
No. Mark if Weight Ann (In.) Moment
Item lnstl. (Pounds) Aft Datum (Lb-In.)
241 King KX 170 ( ) (VHF

Comm/Nav)
Transceiver, Single
7.3 61.6 450
Transceiver, Dual
15.0 61.6 924
243 King KX 175 ( ) VHF
a. Transceiver,
11.4 61.6 703
b. King KN 72 VOR/LO C
Converter, 1.3 214.8 279
c. King KN 73 Glide Slope
Receiver, 2.0 214.8 430
d. KingKN 75 Glide Slope
Receiver, 1.6 214.8 344
e. King KN 77 VOR/LO C
Convert er, . 2.8 214.8 601
f. King KI-204 VOR/IL S
Indicato r, 1.7 65.5 111
g. King KNI-520 VOR/IL S
Indicato r 1.7 65.5 111
Cert. Basis - TSO C3bc,
C37b,C 38b,C4 0a
245 King KX 175 ( ) VHF

a. Transcei ver (2nd), 10.0 61.6 616
b. King KN 72 VOR/LO C
Convert er, 1.3 214.8 279
c. King KN 77·voR /LOC
Convert er, 2.8 214.8 601
d. King Kl-203 VOR/LO C
Indicato r, 1.6 65.5 105
e. King KNl-520 VOR/IL S
Indicato r 1.7 65.5 111
Cert. Basis -TSO C36c,
C37b,C 38b,C4 0a
247 King KI-201 ( ) VOR/LO C

Indicato r
a. Single 2.4 . 64.9 156
b. Dual 5.0 64.9 325
REPORT: VB-900 ISSUED: MAY 1, 1978 .

6-34 REVISE D: SEPTEMBER 8, 1978
(n) Radio Equipment

Item Mark if Weight Moment

Ann (In.)
No. Item Instl. (P"ounds) (Lb-In.)
Aft Datum
248 King Kl-208 VOR/LOC
Indicator
a. Single 1.0 64.9 65
b. Dual 2.0 64.9 130
Cert. Basis - TSO C34c,
C36c, C40a
249 King Kl-209 VOR/LOC/GS

Indicator 1.2 64.9 78
C36c, C40a
250 King Kl-213 VOR/LOC/GS

Indicator 2.5 -64.9 162
251 King Kl-214 ( ) VOR/
LOC/GS Indicator 2.9 64.9 189
253 King KN 74 R-Nav 4.7 61.3 288
254 King KI-206 R-Nav
Indicator 1.3 61.6 80
C36c, C40a
255 King KN 61 DME 13.3 189.5 2520

257 King KN 65 ( ) DME
Cert. Basis - TSO C66a 13.8 185.4 2559
259 King KR 85 Digital ADF 8.6 96.6 831
a. Audio Amplifier 0.8 54.1 43
Cert. Basis - TSO C41 b
261 King KR 86 ADF

a. First 6.7 104.8 702
b. Second 9.7 108.9 1057
c. Audio Amplifier 0.8 54.1 43
263 King KMA 20 ( ) Audio

Panel
Cert. Basis -TSO C35c,
C50b *3.7 74.9 277

SECT ION6
WEIGHT AND BALANCE
(n) Radio Equipm ent

(Optional Equipm ent) (cont)
Item
No.
Marie if Weight Ann (In.) Mome nt
Item InstL (Pounds) Aft Datum (Lb-In.)
265 King KT 76 ( ) Transponder

Cert. Basis -TSO C74b
*3.1 63.1 196
277 Narco Comm 111 VHF

Transceiver
a. Single
4.0 62.4 250
b. Dual 8.0 62.4 500
Cert. Basis- TSO C37b, C_3 8b
279 Narco Comm 120 VHF

Transceiver
a. Single 4.8 61.9 297
b. Dual 8.6 62.4 537
Cert. Basis - TSO C37b, C38b
281 Narco Nav 121 VHF Receiver

a. Single 3.1 63.5 197
b. Dual 6.2 63.4 393
Cert. Basis - TSO C36c, C40c,
C66a
283 Narco Nav 122 VHF Receiver

a. Single *5.3 105.7 560
b. Dual *8.8 87.5 770
Cert. Basis-TSO C35d, C36c,
C40c, C66a
285 Narco Nav 122A VHF Receiver

a. Single *5.4 104.6 565
b. Dual *9.0 86.8 781
Cert. Basis- TSO C34c, C35d, .
C36c, C40c, C66a
287 Narco Nav 124A VHF Receiver

a. Single *6.4 100.3 642
b. Dual •11.1 84.2 935
Cert. Basis - TSO C35d, C36c,
C40a, C66a
•Weight includes marke r antenn a and cable.

p A-32RT-300T, TURBO LANCE II WEIGHT AND BALANCE
(n) Radio Equipment


289 Narco Nav 124R VHF Receiver

Cert. Basis -TSO C36c, C40a,
C66a 4 .4 62.4 275
291 Narco ID 124 VOR/LOC/GS

Indicator
a. Single 1.2 65.5 79
b. Dual 2.4 65. 5 157
Cert. Basis - TSO C34c, C35d,
C36c, C40c
293 Narco UGR-2A Glide Slope

a. Single 3.8 185.5 705
b. Dual 8.2 185.2 1519
295 Narco CP-135 Audio Selector

Panel
Cert. Basis-TSO CS0b 2.2 76.2 168
297 Narco CP-135M Audio Selector

Panel
Cert. Basis - TSO CSOb, C35d *3.9 132.6 517
299 Narco CLC-60A R-Nav 11.5 133.9 1540

a. Narco SA-11 Adapter 0.8 213.4 171
301 Narco DME-190 TSO

Cert. Basis -TSO C66a **5.9 65.9 389
303 Narco DME-195

Receiver and Indicator
Cert. Basis - TSO C66a **10.4 170.5 1774
305 Narco ADF-141

a. Single 6.4 94.3 604
b. Dual ... 17.9 109.9 1967
Cert. Basis - TSO C41 c
*Weight includes marke.r antenna and cable.

**Weight includes antenna and cable.
•••Weight includes dual antenna and cable.

(n) Radio Equipment

(O~tional Equipment) (cont)

307 Narco AT 150 Transponder

Cert. Basis - TSO C74c *3.0 62.3 187
309 Antenna and Cable
a. N av Receiving 1.3 209.4 273
b. •l VHF Comm 0.6 146.3 88
c. •2 VHF Comm 0.9 181.1 163
d. Glide Slope (Single) 0.9 96.7 87
e. Glide Slope (Dual) 2.8 180.0 504
f. Single ADF Sense 0.4 160.0 64
311 Anti Static Antenna and
Cable
a. •l VHF Comm 1.5 162.7 244
b. • 2VHFComm 1.6 192.5 308
c. Single ADF Sense 0.6 160.0 96
'""313 Emergency Locator Transmitter
(C.C.C. Model CIR-11-2) l.7 267.2 454
a. Antenna and Coax 0.2 255.4 51
b. Shelf and Access Hole 0.5 266.4 133
Cert. Basis - TSO C9 l
"(3_14 Emergency Locator Transmitter

(Narco Model ELT-10) 3.5 267.2 935
a. Antenna and Coax 0.3 255.4 77
b. Shelf and Access Hole 0.5 266.4 133
Cert. Basis - TSO C9 l
l3t5 RCA Radar

Piper Dwg. 36885-2 , 23.0 81.0 1863

~38 REVISED: APRIL 21, 1981
(n) Radio Equipment


No. Item lnstl. (Pounds) Aft Datum (Lb-In.)
I 316 Headphone
Wm. J. Murdock P/N P-23
300 Ohms with MC162A
Cushions
or Telex Comm P/N 61650-03 0.5 69.9 35
317 Microphone
a. Telex Acoustics P/N 60837-17
(Model 66C) 0.3 69.9 21
b. Narco P/N M700B 0.6 74.9 45
c. Telex Acoustics
P/N 62800-04 (Model l00T/NH) 0.3 69.9 21
319 Boom Microphone - Headset

Piper Dwg. 37921-3
Telex 5 x 5 Marie II
(P{N 62629-00) 0.3 85.5 26
321 Cabin Speaker, Installation

Piper Dwg. 69390-7 0.8 97.5 78
323 Radio Shelf,

Piper Dwg. 67367-0 2.3 201.8 464

REVISED: APRIL 21, 1981 6-39
SECTION6 PIPER AIRCRAFT CORFORATION
(o) Miscellaneous
item Marie if Weight Ann (In.) Moment

337 Zinc Chromate Finish

Piper Dwg. 79700-2 7.5 113.2 849
339 Stainless Steel Control
Cables
Piper Dwg. 79700-12 (Same as standard equipment)
341 Air Conditioner,
Piper Dwg. 99750-5 70.4 114.5 8061
343 Ground Ventilating Blower,
Piper Dwg. 79273-13 8.6 204.0 1754
345 Assist Step,
Piper Dwg. 37846-3 1.5 147.5 221
347 Super Cabin Sound Proofing,
Piper Dwg. 79601-7 24.4 107.2 2616
349 C Adjustable Front Seat (Left)

Piper Dwg. 79592-2 *4.6 84.7 390
351 Adjustable Front Seat (Right),

Piper Dwg. 79592-3 *4.6 84.1 387
353 Jump Seat (with seat belts),

Piper Dwg. 69595-9 9.2 122.3 1125
355 Qub Seating (includes

oversized headrest center
seats)
Piper Dwg. 37825-2 *14.2 90.4 1284
357 Inboard Armrest -Aft

Piper Dwg. 794 79-7 2.6 152.0 395
359 Headrests (2) Front,

Piper Dwg. 79337-18 2.0 99.5 199
REPORT: VB-900 ISSUED: MAY 1, 1978.

6-40
(o) Miscellaneous

361 Headrests (2) Center,

Piper Dwg. 79337-18 2.0 132. l 264
363 Headrests (2) Rear,

Piper Dwg. 79337-18 2.0 171.5 343
365 Oversized Headrests - Front (2),

Piper Dwg. 79764-2 3.2 99.5 318
367 Oversized Headrests - Center (2),

(Fwd. Facing Seats Only)
Piper Dwg. 79764-2 3.2 132.1 423
369 Oversized Headrests - Aft (2)

Piper Dwg. 79764-2 3.2 171.5 549
371 Inertia Safety Belts (Center) (2)

Piper PS50039-4-15
(Piper Scien1ific
P/N 1107319-03 Black)
or (American Safety Equipt. Co.
P/N 500853403) 1.5 133.9 201
373 Inertia Safety Belts (Rear) (2)

Piper PS50039-4-14
(Pacific Scientific
P/N 110731-01 Black)
or (American Safety Equipt. Co.,
P/N 500853401 1.6 181.S 290
375 Asmst Straps

Piper Dwg. 79455-0 0.3 120.0 36
377 Curtain and Rod Installation

Piper Dwg. 67955-3 5.2 143.6 747

6-41
WEIGHT AND BALANCE PA-32RT-300T, TURBO LANCE Il
(o) Miscellaneous
Item Mark if Ann (In.)

Weight Moment
379 Refreshment Console

Piper Dwg. 37825-5 7.0 118.5 830
1380 Executive Writing Table
Piper Dwg. 36800-2 3.9 185.6 724
381 Luxurious Interior
Piper Dwg. 67953-3 *25.0 113.9 2848
383 · Fire Extinguisher Installation
(Graviner P/N HA1014-01)
b. Piper Dwg. 76167-2 5.6 62.8 352
(W. Kiddie· P/N 2¾DCK-6) 4.6 71.0 327
385 Clip Installation - Map
Piper Dwg. 37907-2 0.1 75.0 8
387 Oxygen System - Scott Aviation
MKIII (Incl. ( 1) Mike Mask
a. Piper Dwg. 37684 (Forward ·
Facing Seating Arrangement)
Scott P/N 80218MO 41.0 112.9 4629
b. Piper Dwg. 37825-4 (Oub
Seating Arrangement)
Scott P/N 802180-01 41.6 112.9 4697
TOTALOrnONALEQUIPMENT
EXTERIOR FINISH
Base-Color _,
'> Registration No. Color
Trim Color Type Finish

TABLE OF CONTENTS
SECTION 7
DESCRIYTION AND OPERATION

OF TIIE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
7.1 The Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.3 Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.5 Engine and Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7•7 Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.9 Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . •. . . . . . . . . . . . . . . 7-5
7.11 Flight Controls .. .. .. .. . . . . . . . . . . . . . ·..• ......... .• ... . ...... 7-9
7.13 Fuel System . . • . . . . . ·. . . . . . . · . • . . . . •. . . . . . . . . . . . . . . . . . . . . . . . • 7-10
7.15 Electrical System . . . . . . . . . · . . . . . . . . . . •. . . . . . . . . . . . . . . . . . . . . . . . 7-13
7.17 Vacuum System . . . . . · . . . . . . . . . . . . . . . . . . . .· . . . . . . . . . . . . . . . . . . . . 7-17
7.19 Instrument Panel . . . . . . . . . . . . : ..· . :. . . . . . . . . . . •. . . . . . . . . . . . . . . 7-19
7 .21 Pitot-Static System . . . . . . . . . .. · .. · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7.23 Cabin Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
7.25 Baggage Area . . . . . . . . . . . . . . . . . · . . . . . . · . . . . . . . . . . . . . . . . . . . . . . . 7-22
7.27 Heating and Ventilating System . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . 7-22
7.29 Stall Warning . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . • _. : . • . . . . . . 7-24
7.31 Finish . . . . . . . . . . . . . . . . . : .. . .' . . . . . . . . . . . . . . . . . . . . . . . . . . . • 7-24
7.33 Air Conditioning .. . . . : : . . . . . • . . . . . . : .• . . . . · . . . . . . . . . . . • . . . . . • 1-24
7.3 5 Piper External Power . . • . . . . . . ._. . . . . : . . . . . • . • . . . . . . . . . . . . . . . . . . 1-25
7.37 Emergency Locator Transmitter . . . . : .. ·. . . • . . . . . . . . . . . . . . . . . . . . . . . . 1-25
7.39 Radar . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . · 7-27 · I"
REPORT: VB-900
7-i
PA-32RT-300T, TURBO LANCE II DESCRIPTION AND OPERATION
SECTION 7
DESCRIPTION AND OPERATION
OF TIIE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The Turbo Lance II is a single engine,·low wing retractable landing gear, all metal airplane featuring
the tail surfaces in a ''T" configuration. It seats up to seven occupants and has two separate one hundred
pound capacity luggage compartments.
7.3 AIRFRAME
With the exception of the steel engine mount, parts of the landing gear, miscellaneous steel parts, the
cowling, and the lightweight plastic extremities (tips of wings, tail fin and stabilator),. the basic airframe is
of aluminum alloy. Aerobatics are prohibited in this airplane since the structure is not designed for
aerobatic loads.
The fuselage is a sem~monocoque structure. There is a front door on the right side and a rear door on
the left. A cargo door is installed aft of the rear passenger door. When both rear doors are open, large pieces
of cargo can be loaded ~ough the extra-wide opening. A door on the right side of the nose section gives
access to the nose baggage compartment.
The wing is of a conventional design and employs a laminar flow NACA 652-415 airfoil section. The
main spar is located at approximately 40% of the chord aft of the leading edge. The wings are attached to
the fuselage by the.insertion of the butt ends of the _spar into a spar box carry-through, which is an in.tegral
part of the fuselage structure. The bolting of the spar ends into the spar box carry-through structure, which
is located under the center seats, provides in effect a continuous main spar. The wings are also attached fore
and aft of the main spar by an auxiliary front spar and a rear spar. The rear spar, in addition to taking
torque and drag loads, provides a . mount for flaps and ailerons. The four-position wing flaps are
mechanically controlled by a handle located between the front seats. When fully retracted, the right flap
locks into place to provide a step for cabin entry. Each wing contains two interconnected fuel tanks. Both
tanks on one side are ftlled through a single filler neck located in the outboard tank.
A vertical stabilizer, an all-movable horizontal stabilator, and a rudder make up the empennage. The
stabilator, which is mounted on top of the fin, incorporates an anti-servo tab which improves longitudinal
stability and provides longitudinal trim. This tab moves in the same direction as the stabilator, but with
increased travel.

7-1
SEcnON 7 PIPER AIRCRAFf CORPORATION
DESCRIPTION AND OPERATION PA-32RT-300T, TURBO LANCE Il
7.S ENGINE AND PROPELLER
. The engine powering . ~e Turbo Lance · 11 is a Lycoming TI0-540-SlAD. It is a six cylinder,

~onzonta lly opposed, f~el 1DJected, turbocharged engine rated at 300 horsepower at 2700 rpm and
36
inch~ MAP f~r five rmnutes at takeoff. Takeoff. power is not to be used above 16,000 ft . .altitude.
Mllll!1um continu?'1s power for climb and cruise is 270 horsepower at 2575 rpm and 33 inches MAP. Oil
flo~ is thermosta~cally controlled through a remote mounted oil cooler, and filtration is provided by
an
engine mo~ted oil filter. The turbocharger control system is intercoMected to the throttle arm, providing
a mechanically programmed relationship between the injector butterfly and turbocharger waste gate
con1!'oller. Thus, engine power is controlled by the throttle with no separate turbocharger control system
reqwred. An overboost valve on the turbocharger b~ower will start to open at approximately 36.5 inches
Hg
and prevent overboo~t should the throttle inadvertently be opened too far during the five minute takeoff
power application. Should this occur, the amber "overboo st" warning light in the annunciator panel
illuminate. will
The engine induction system is provided with two independent air sources, an induction air filter box
with filter and the nose gear box. The primary air inlet is located behind and to the left of the cooling
air
inlet. Induction air enters through the filter into the filter box assembly and is ducted to the turbochar
ger
compressor inlet The induction air filter box incoxporates an alternate air valve. This valve may
be
manually operated ( opened) with the alternate air control, aUowing slightly heated air to bypass the filter
and flow directly to the compressor inlet. Should the primary induction system, to include the compresso
r
unit, become blocked, an alternate air door located downstream of the compressor will open automatically
due to the sucking action of the engine. Both alternate air sources· are unfiltered and therefore should
not
be used during ground operation when dust or other contaminates might enter the system. Rapid
throttle
operation may open the suck-in door and therefore should be avoided 4uring ground operations.
Tor
primary (filtered air) induction source should always be used for takeoff. ·
An Airesearch turbocharger on the erigine is operated by the engine exhaust gases. The exhaust gases
drive a turbine wheel which is coaxial with a com~o r impeller. Induction air entering the compresso
r
impeller is com~e d and flowed to the engine induction distribution system and subsequently to
each
cylinder; The amount of induction air compres.,ion is a ftmction of engine power - low power,
low
compress ion; high power, higher compression. Excessive-pressure and flow above the established limit
is
expelled by the overboost valve previously discussed.
The fuel injection ~stem incorporates a metering system which me~es the rate at which
turbochar ged air is being used by the engine and dispenses fuel to· the _cylinders proportionally. Injector
nozzle and engine fuel pump pressure is referenced to deck ~ure (turbocharger blower out-pressure).
A combinat ion fuel flow indicator and manifold pre~ure gauge is installed in the left side of the
instrume nt panel. The fuel flow gauge is a differential pressure gauge connected to the fuel flow divider
line·
and the deck pressure line. This- gauge monitors the differential pr~ure described with the readout
·converted to indicate fuel flow in gallons per hour. ·
To obtain maximum efficiency and time from the engine, follow the procedures recommended in the
Lycomin g Operators Manual provided with the airplane. . . .
The Hartzell constant speed propeller is controlled by a governor mounted on the left f?rward side of
crankcase. Control from the engine control quadrant is provided by a push-pull control. . 1

7-2
PA-32RT-300T, TURBO LANCE Il SECTION 7
7·7 ENGINE CONTROLS
Engine controls consist of a throttle control, a propeller control and a mixture control lever. These
controls are located on the control quadrant on the lower center of the instrument panel (Figure 7-1) where
they are accessible
to both the pilot and the copilot. The controls utilize tetlon-lined control cables to
reduce friction and binding. ·
. 1?e throttle lever is used to adjust the manifold pressure. It incorporates a gear up warning horn switch
which 1s activated during the last portion of travel of the throttle lever to the low power position. If the landing
~ear is not locked down, the horn will sound until the gear is down and Jocked or until the power setting is
increased. This is a safety feature to prevent .an inadvertent gear up landing.
The propeller control lever is used to adjust the propeller speed from high RPM to low RPM.
The mixture control lever is used to adjust the air to fuel ratio. The engine is shut down by the placing
of the mixture control lever in the full lean position. In addition, the mixture control has a lock to prevent
activation of the mixture control instead of the pitch control For infonnation on the leaning procedure,
see the Avco-Lycoming Operator's Manual, the Leaning Limitations in Section 2 and the leaning procedure
in Section 4 of this manual.
The friction adjustment lever on the right side of the control quadrant may be adjusted to increase or
decrease the friction holding the throttle, propeller, an:d mixture controls or to lock the controls in a
selected position.
The alternate air control is located to the right of the control quadrant. When the alternate air lever is
in the up, or closed, position the engine is operating on filtered air; when the lever is in the down, or open,
position the engine is operating on unfiltered, heated air. Toe control is operated by pressing the knob to
the left to clear the retaining gate and then moved in the desired direction (refer to Figure 7-1).
The cowl flap control lever (Figure 7-1), located below the control quadrant, is used to regulate
cooliitg air for the engine. The lever has three positions; full open, full closed and intennediate. A lock
incorporated in the control lever locks the cowl flap in the selected position. To operate the cowl flaps,
depress the lock and move the lever toward the desired setting. Release the lock after initial movement and
continue movement of the lever. The control will stop and lock into place at the next setting. The lock
must be depressed for each selection of a new cowl flap setting.

DESCRIPTION AND OPERATION PA-32RT-300T, TURBO LANCE II
AIRCRAFT EQUIPPED WITH

BACKUP GEAR EXTENDER
CONTROL KNOB MUST BE

PRESSED TO THE LEFT TO CLEAR
THE RETAINING GATE PRIOR TO
.SELECTING THE DESIRED
POsmoN.
~
t
·~ ~. ·":.· . ·.~
-."""-.~~~
. . . ... .-.~ .
CONTROL QUADRANT AND CONSOLE

Figure 7-f

GEAR
UP
106 KIASMAX
AIRCRAFT
EQUIPPED WITH
0
BACKUP GEAR
EXTENDER
DOWN
129MIASMAX
AUTO
EXT
0,,
-----j"'
LANDING GEAR SELECTOR

Fi'gure 7-3
7.9 LANDING GEAR
The Turbo Lance II is equipped with a retractable tricycle landing gear, which is hydraulically actuated by
an electrically powered reversible pump. The pump is controlled by a selector switch on the instrument panel to
the left of the control quadrant (Figure 7-3). The landing gear is retracted or extended in about seven seconds.
Some aircraft also incorporate a pressure sensing device in the system which lowers the gear regardless of
gear selector position, depending upon airspeed and engine power (propeller slipstream). The gear is designed
to extend at airspeeds below approximately 103 ICIAS with power off even if the selector is in the up position.
The extension speeds will vary from approximately 81 KTS to approximately 103 KIAS depending on power
settings and altitude. The device also prevents the gear from retracting at airspeeds below approximately 81
KTS with full power, though the selector switch may be in the up position. This speed increases with reduced
power and/ or increased altitude. Manual override of the device is provided by an emergency gear lever located
between the front scats to the right of the flap handle (refer to Figure 7-9). The sensing device operation is
controlled by differential air pressure across a flexible diaphragm which is mechanically linked to a hydraulic
valve and an electrical switch which actuates the pump motor. A high pressure and static air source for
actuating the diaphragm is provided in a mast mounted on the left side of the fuselage above the wing. Any
obstruction of the holes in this mast will cause the gear to extend. An optional heated mast is available to
alleviate obstruction in icing conditions. The optional heated mast is turned on whenever the ..PITOT HEAr•
·,; turned on.

SECTION 7
DESCRIPTION AND OPERATION PIPE R AIRC RAFT CORPORATION
PA-32RT-300T, TURB O LAN CE II
WARNING
Avoid ejecting objects out of the pilot storm window which
could
possible enter or obstruct the holes in the mast.
. !he ~mergency gear lever, when placed in the raised positi
pos1t1on •~ then ~ontrolled by the selector switch regardless on, can be used to override the system, and gear
of
gear lever 1s provided with a latching device which may be used airspeed/power combinations. The emergency
to lock the override lever in the up position. The
latch is located on the right side panel of the console below
the level of the manual override lever. To lock the
override lever in the up position, raise the override lever to
the
yellow warning light located below the gear selector switch full up position and push the latch down. A
automatic gear lowering system is disabled. The latch is spring (Figure 7-3) flashes to warn the pilot that the
-loaded to the off position to aid disengagement.
To disengage the latch raise the override lever and release.
The lever will return to its normal position and the
yellow flashing light will extinguish. The lever must also
stalls arc practiced. be latched in the raised (up) position when gear-up
The emergency gear lever, when used for emergency exten

sion of the gear, manually releases hydraulic
pressure to permit the gear to free-fall with spring assistance
on the nose gear. The lever must be held in the
downward position for ~mergency extension.
Gear down and locked positions are indicated by three green

..Warning Gear Unsafe"light is located at the top of the panel lights located above the selector, and a red
. An all lights out condition indicates the gear is
up. The landing gear should not be retracted above a speed
of 106 KIAS and should not be extended above a
speed of 129 KIAS.
The main landing gear uses Cleveland 6.00 x 6 wheels.

The main gear incorporate brake drum s and
Cleveland double disc hydraulic brake assemblies. The nose
wheel carries a 5.00 x 5 six ply tire and the,main
gear use 6.00 x 6 eight ply tires. All three tires arc tube
type.
Two micro-switches in the thrott le quad rant activate a warni
ng horn and red Warning Gear Unsafe light
unde r the following conditions:
I. Gear up and power reduced below approximately 14
2. On aircra ft equipped with the backu p gear extender, inches of manifold pressure.
if the system has extended the landing gear
and the gear selector is .. UP", except at full power.
3. Gear selector switch .. UP'" while on the ground.
On aircra ft which arc NOT equipped with the backup gear

extender, an addit ional switch is installed
which activates the warning horn and light whenever the
flaps are extended beyond the appro ach position
(10°) and the landi ng gear arc not down and locked.
I The gear warn jng horn emits a 90 Hz beeping sound in

contr ast to the stall warning horn which emits a
conti nuou s sound .
The nose gear is steerable throu gh a 22.5 degree arc each

side of cente r throu gh the use of the rudde r
pedals. As the nose wheel retrac ts, the steering linkage disen
gages to reduce rudde r pedal loads in flight . The
nose wheel is equip ped with a hydraulic shimmy damp
ener to reduce nose wheel shimmy.
The oleo struts arc of the air-oil type, with norm al exten
sion being 2.60 inches for the nose gear and 4.0
inches for the main gear unde r norm al static load (emp
ty weight of airplane plus full fuel- and oil).
The stand ard brake system includes toe brake s on the left
and right set of rudde r pedals aand a hand brake
locat ed below and near the cente r of the instru ment panel
. The toe brake s and the hand brake have individual
brake cylinders, but all cylinders use a comm on reserv
oir. The parki ng braak e is incor porat ed in the lever
brake and is opera ted by pulling back on the lever and depre
ssing the knob attach ed to the_ top of the handle.
To release the parki ng brake , pull back on the brake
lever; then allow the handl e to swing forward.
REPORT: VB-900
7-6 ISSUED: MAY 1, 1978
PIPER AIRCRAFT CORPORAT ION SECTION 7
PA-32RT-300 T, TURBO LANCE II DESCRJPTI°O N AND OPERATION
~NORM-: GEAR OVERRIDE SWITCH I NOTE 5 l LANDING GEAR

I
I CONTROL 6
I WARNING
100.!t CIRCUIT
3-1/4W
PROTECTOR
NOTE I. GE AR SHOWN IN DOWN
LANDING GEAR ACTUATOR LOCKED POSITION WITH
25AMP · -------
AUTOMATIC STRUTS COMPRESSED
GEAR DOWN ANO THROTTLE CLOSED.
ACTUATOR
(NOTE 3)
SQUAT SW.
HYO. PUMP MOTOR tNOTJ 5) S +-~::>I I NOTE 2 . LIGHT LEGEND
DOWN UP
O R-REO Y-YELLOW
G-GREEN w- WHITE
~ -
NOTE 3. AUTO. GEAR DOWN ACT.
SWITCH SHOWN IN LOW
AIRSPEED POSITION.
NOTE4. SWITCH LEGEND
C-COMMON
NC-NORMALLY CLOSED
NO-NORMALLY OPEN
NOTES. AIRCRAFT EQUIPPED
WITH BACKUP GEAR
EXTENDER
SLOW
tNOTESl
CN CR
GEAR
ACTUATOR
(NOTE: I) ON UP
-
GEAR UP LIMIT
UNSAFE '--~-€313- ---' SWITCH
THROTTLE
SWITCH"A"
.___..,.TO RADIO LIGHT
DIMMER SWITCH
LANDING GEAR ELECTRICA L SCHEMATIC

Figure 7-S

DESCRIPTION AND OPERATION PA-32RT-300T, TURBO LANCE 11
HIGH PRESSURE CONTROL
RESERVOIR THERMAL RELIEF
GEAR UP
CHECK VALVE
LOW PRESSURE
CONTROL-----ii .+ PRESSURE SWITCH
AUTOMATIC GEAR DOWN

r.=======:~:--::=,==:-)=====
MANUAL
::::( AND EMERGENCY FREE
FALL GEAR VALVE
FREE FALL (NOTE 2)
EMERGENCY
EXTEND
NOSE MAIN
f G~ t
GEAAt MAIN GEAR
UP I HYDRAULIC
CYLINDER
rDIAPHRAGM (NOTE 1)
Irr= - STATIC .
;,;,;;;,;,-..- FROM PRESSURE HEAD
ON FUSELAGE SIDE
AUTO OVERRIDE -RAM AIR
RESTAICTOR NIPPLE PUMP DOWN OR
MAINTAIN UP
(NOTE 1)
AUTOMATIC GEAR DOWN

o PRESSURE SENSING CHAMBER
. (NOTE 11
NOTE 1. AIRCRAFT EQUIPPED WITH BACKUP GEAR EXTENDER.
2. AUTOMATIC GEAR DOWN REFERENCE IS FOR AIRCRAFT EQUIPPED WITH THE
BACK UP GEAR EXTENDER.
LANDING GEAR HYDRAULIC SYSTEM SCHEMATIC

Figure 7-7
REPORT:. VB-900 · ISSUED: MAY I, 1978

PIPER AIRCRAF T CORPORA TION SECTION 7
PA-32RT-300T, TURBO LANCE U DESCRIPT ION AND OPERATIO N
AIRCRAFT EQUIPPED WTTH THE

BACKUP GEAR EXTENDER
FLIGHT CONTROL CONSOLE

Figure 7-9
7.11 FLIGHT CONTROL S
Dual flight controls are provided as standard equipment. A cable systems provides actuation of the control
surfaces when the flight controls are moved in their respective directions.
The horizontal surface (stabilator) is mounted atop the fin in a "T" configurati on and features a trim
tab/ servo mounted on the trailing edge. This tab serves the dual function of providing trim control and pitch
control forces. The trim function is controlled by a trim control wheel located on the control console between
the two front seats (Figure 7-9). Rotating the wheel forward gives nose down trim and rotation aft gives nose up
trim.
The rudder is conventional in design and incorporates a rudder trim. The trim mechanism is a spring-
loaded rccentering device. The trim control is located on the right side of the pedestal below the throttle
quadrant. Turning the trim control clockwise gives nose right trim and counterclockwise rotation gives nose left
trim.
Manually controlled flaps are provided. They are extended by a control cable and l!rc spring-loaded to the
retracted (up) position. The control is located between the two front seats on the control console. To extend the
flaps pull the handle up to the desired flap setting of IO, 25, or 40 degrees. To retract, depress the button on the
end of the handle and lower the control.
ISSUED: MAY 1, 1978

REPORT: VB-900
7-9
DESCRIFilON AND OPERATION PA-32RT-300T, TURBO LANCE Il
When extending or retracting flaps, there is a pitch change in the aircraft. This pitch change can be
corrected either by stabilator trim or increased control wheel force. When the flaps are in the retracted
position the right flap, provided with a over-center lock mechanism, acts as a step.
NOTE
The right flap will support a load only in the fully retracted (up)
position. When loading and unloading passengers make sure the
flaps are in the retracted (up) position.
7~13 FUEL SYSTEM

The standard fuel capacity of the Turbo Lance Il is 98 gallons, of which 94 gallons are usable. The
tanks are attached to the wing structure with screws and nut plates and can be removed for service or
inspection.
When using less than the standard 98 gallon capacity of the tanks, fuel should be distributed equally
between each side.
The fuel selector control is located below the center of the instrument panel on the sloping face of the
control tunnel (refer to Figure 7-1). It has three positions, one position corresponding to each wing tank
plus an OFF position.
To avoid the accumulation of water and sediment and to check for proper fuel, the fuel tank sumps and
strainer should be drained daily prior to first flight and after refueling. Each tank is equipped with an
individual quick drain located at the lower inboard rear comer of the tank. The fuel strainer and a system
quick drain valve are located in the fuselage·at the lowest point of the fuel system. It is important that the fuel
system be drained in the following manner: ,
I. Drain each tank sump through its individual quick drain located at the lower inboard rear comer
of the tank, making sure that enough fuel has flowed to ensure the removal of all water and
sediment. _
2. Place a container beneath the fuel strainer sump drain outlet located under the fuselage.
3. Drain the fuel strainer sump by pressing down on the lever located on the right side of the cabin
on the forward edge of the wing spar housing (Figure 7-13). Move the selector through the
following sequence: OFF position, left, right, while draining the strainer sump. Make sure that
enough fuel has flowed to drain the fuel line between each tank outlet and the fuel strainer, as
well as the strainer itself. With full fuel tanks, it will take approximately 6 seconds to drain all of
the fuel from the line from either tank to the fuel strainer. When the tanks arc less than full, it
will take a few seconds longer. .
4. Examine the contents of the container placed under the fuel sump drain outlet for proper fuel.
When the fuel flow is free of water and sediment, close the drain and dispose of the contents of the
bottle.
CAUTION
When draining fuel, care should be taken to ensure that no fire

hai.ard exists before starting the engine.

FUEL FLOW DIVIDERS (Z)

NOZZLES --O~:;:::-: d;:;.=:::x) :-O
16)
TO DECK PRESSURE LINE

MANIFOLD
ENGINE
DRIVEN
FUEL PUMP
MANIFOLD PRESSURE ELECTRIC

ANO FUEL FLOW FUEL PUMP
GAUGE
FUEL SELECTOR
VALVE
FUEL FUEL FUEL

CELL FUEL
CELL CELL CELL
VENT FUEL QUANTITY GAUGES

VENT
FUEL SYSTEM SCHEMATIC

Figure 7-11
ISSUED : MAY I, 1978

REPORT: VB-900
7-11
SECTION 7 PIPER AIRCRAFf CORPORATION
FUEL DRAIN LEVER

Figure 7-13
After using the underseat quick drain, check from the outside to make sure that it has closed
completely and is not leaking. ·
Fuel quantity gauges for each of the tanks are located in the engine gauge cluster on the left side of
the instrument panel. A fuel pressure indicator is also incorporated in the engine gauge cluster.
A fuel quantity indicator to measure the fuel not visible throtigh· the filler neck in each wing is
· installed in the inboard fuel tank. This gauge indicates usable fuel quantities from 5 gallons to 25 gallons in
the ground attitude. The sole purpose of this gauge is to assist the pilot in determining fuel quantities of less
than 25 gallons during the preflight inspection.
An electric fuel pump is provided for use in case of failure of the engine driven pump. The electric
pump operates from a single switch and independent circuit protector. It should be ON for all takeoffs and
landin~.
REPORT: VB-900 ISSUED:MAY 1, 1978

7-12
PA-32RT-300T, TURBO LANCED DESCRIPTION AND OPERATION
I '' , .I .. - .,;._ OPTIONAL

. I II'
• I~
SWITCH PANEL
Figure 7-15
7.1S FLECTRICAL SYSTEM
The 14-volt electrical system includes a 12-volt-battery for starting and to back up alternator output.
Electrical power is supplied by a 60 ampere alternator. The battery, a master switch relay, a voltage
regulator and an overvoltage relay are located beneath the floor of the forward baggage compartment.
Access to these electrical components is gained by removing the compartment floor and the access panel
located on the left side of the forward fuselage. ·
Electrical switches are located on a panel to the pilot's left (Figure 7-15) and all circuit breakers are on
the lower right instrument panel (refer to Figure 7-19). A switch panel light is available as optional
equipment. The light is installed above the switch panel and is controlled by a rheostat switch mounted on
the left side of the panel. Two thumb-wheel rheostat switches to the left of the circuit breakers control the
navigation lights and the intensity of the instrument panel lights.
Standard electrical accessories include the starter, the electric fuel pump, the stall warning indicato.,
the ammeter, and the annunciator panel.
The annunciator panel includes turbocharger overboost, alternator and low oil pressure indicator
lights. When the optional gyro system is installed, the annunciator panel also includes a low vacuum
indicator light. The annunciator panel lights are provided only as a warning to the pilot that a system may
not be operating properly, and that the applicable system gauge should be checked and monitored to
determine when or if any corrective action is required.

7.13
SECTION7
ALTERNATOR
FIELD 5AMP
VOLTAGE OVERVOLTAGE .
REGULATOR CONTROL ·
r------' ANNUNCIATOR
I LIGHTS 5AMP
I
I
I MAP
I 6AGE
,------------ -I
I
I
I
I
I
I
I
I
I
I .Y_
BATTERY
SOLENOID ~ STARTER
r SWITCH
STARTER S ACC
15AMP
.---------,
OPTIONAL EXTERNAL I
POWER I
SOLENOID' I STARTER
TO RADIO LIGHTS
I DIMMER
EXTERNAL
POWER
RECEPTACLE
~I -~ m~~~..
w
I.
BATTERY
SWITCH .I.
I I '-----, -
I L---------.J-::-: r -------lALTERNATOR SOURCE
~_MECHANICAL _ _ _ _
INTERLOCK
..J _c<;> J
POWER RELAY ENERGIZING
- L - - - - - - - - CIRCUIT
ALTERNATOR AND STARTER SCHEMATIC

Figure 7-17

7-14
Optional electrical accessories include the navigation lights, anti-collision strobe lights, instrument
panel lighting and cabin courtesy lights. The cabin courtesy light installation consists of two light/switch
panels, one mounted above each cabin entrance. Make sure the lights are off when leaving the aircraft
Leaving the lights on for an extended period of time could cause depletion of the battery.
Circuit provisions are made to handle the addition of commtmications and navigational equipment.
The ammeter in the alternator system displays in amperes the load placed on the alternator. It does
not indicate battery discharge . With all electrical equipment off (except the master switch) the ammeter
will be indicating the amount of charging current demanded by the battery. As each item of electrical
equipment is turned on, the current will increase to a total appearing on the ammeter. This total includes
the battery. The average continuous load for night flight, with radios on, is about 30 amperes. This 30
ampere value , plus approximately 2 amperes for a fully charged battery, will appear continuously under
these flight conditions.
The master switch is a split switch with the left half operating the master relay and the right half
energizing the alternator. This switch is interlocked so that the alternator cannot be operated without the
battery. For normal operation, be sure that both halves are turned on.
WARNING
When optional panel lights are installed, radio dimming switch

must . be off to obtain gear lights full intensity during daytime
flying. When aircraft is operated at night and panel light radio
dimming switch is turned on, gear lights will automatically dim.
WARNING
Anti-collision lights should not ,be operating when flying through

cloud, fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing.
ISSUFD: MAY 1, 1978 REPORT: VB-900

SEcnON 7 PIPER AIRCRAFT CORPORATION
CIRCUIT BREAKER PANEL

Figure 7-19

7-16
PA-32RT-300T, TURBO LANCE Il DESCRIYTION AND OPERATION
7.17 VACUUM SYSTEM
The vacuum system is designed to operate the air driven gyro instruments. This includes the
directional and attitude gyros when installed. The system consists of an engine driven vacuum pump, a
vacuum regulator, a filter and the necessary plumbing.
The vacuum pump is a dry type pump which eliminates the need for an air/oil separator and its
~lumbing. A shear drive protects the pump from damage. If the drive shears the gyros will become
inoperative.
The vacuum gauge, mounted on the rignt instrument panel to the right of the radios, (refer to Figure
7-2 I) provides valuable information to the pilot about the operation of the vacuum system . A decrease in
pressure in a system that has remained constant over an extended period, may indicate a dirty filter, dirty
screens, possibly a sticking vacuum regulator or leak in system (a low vacuum indicator light is provided in
the annunciator panel). Zero pressure would indicate a sheared pump drive, defective pump, possibly a
defective gauge or collapsed line. In the event of any gauge variation from the norm , the pilot should have a
mechanic check the system to prevent possible damage to the system components or eventual failure of the
system.
A vacuum regulator is provided in the system to protect the gyros. The valve is set so the normal
vacuum reads 5.0 ±. l inches of mercury, a setting which provides sufficient vacuum to operate all the gyros
at their rated RPM. Higher settings will damage the gyros and with a low setting the gyros will be unreliable.
The regulator is located behind the instrument panel.
ISSUED: MAY I , 1978

REPORT: VB-900
7-17
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-2
PIPER AffiCRAFT CORPORATION
PA-32RT-300T, TURBO LANCE II SECTION 7
7.19 INSTRUMENT PANEL
The instrument panel of the Turbo Lance II is designed to accommodate· the customary advanced
flight instruments and the normally required power plant instruments. The artificial horizon and directiona
l
gyro are vacuum operated and are located in the center of the left hand instrumen t panel. The vacuum
gauge is located on the right hand instrument panel. The turn indicator, on the left side, is electricall
operated. y
The radios are located in the center section of the panel, and the circuit breakers are in the lower right
corner of the panel.
An annuncia tor panel is mounted in the upper instrument panel to warn the pilot of a possible
malfuncti on in the alternator, oil pressure or vacuum . system and turbocharger overboost.
7.21 PITOT-STATIC SYSTEM
The system supplies both pitot and static pressure for the airspeed indicator, altimeter and vertical
speed indicator (when installed).
Pitot and static pressure are picked up by the pitot head on the bottom of the left wing. An optional
heated pitot head, which alleviates problems with icing or heavy rain, is available. The switch for pitot
heat
is located on the switch panel to the pilot's left.
An alternate static source is available as optional equipment. The control valve j_s located below
the
left side of the instrument panel. When the valve is set in the alternate position, the altimeter, vertical speed
indicator and airspeed indicator will be using cabin air for static pressure. The storm window and
cabin
vents must be closed and the cabin heater and defroster must be on during alternate static source operation
.
The altimeter error is less than 50 feet unless otherwise placarded.
To prevent bugs and water from entering the pitot and static pressure holes when the airplane
parked, a cover should be placed over the pitot head.-A partially or completely blocked pitot head will is
give
erratic or zero readings on the instruments.
NOTE
During preflight, check to make sure the pitot cover is removed.
ISSUED: MAY 1, 1978

REPORT: VB-900
7-19
SECTION7
PITOT-STATIC SYSTEM
Figure 7-23

7-20
PIPER AffiCRAFT CORPORATION SECTION 7
7.23 CABIN FEATURES
For ease of entry and exit and for pilot and passenger comfort, the front seats are ·adjustable fore and
aft. All seats recline and have armrests and are available with optional headrests. The front seats can be
equipped with optional vertical adjustment. The center and rear seats may be removed for additional cargo
space .
NOTE
To remove the center seats, retainers securing the back legs of the
seats must be unlocked . .This is accomplished by depressing the
plunger behind each rear leg. Any time the seats are installed in
the airplane, the retainers should be in the locked position. To
remove the rear seats, depress the plunger behind each front leg
and slide seat to rear.
An optional jump seat can be installed between the two middle seats to give the airplane a seven-place
capacity.
Single strap shoulder harnesses controlled by inertia reels are standard equipment for the front seats
and are offered as optional equipment for. the third, fourth, fifth and sixth seats, but not for the seventh
seat. The shoulder strap is routed over the shoulder adjacent to the windows and attached to the lap belt in
the general area of the person's inboard hip.
The inertia reel should be checked by tugging sharply on the strap. The reel will lock in place under
this test and prevent the strap from extending. Under normal movement, the strap will extend and retract
as required.
An optional club seating interior is also available. In the club seating interior the center seats face aft.
These seats are equipped with lap belts only. Removal of the seats is accomplished by removing the two
bolts holding the aft attach points and sliding the seat aft.
An optional refreshment console is located between the· center seats. It is removed in an identical
manner to the center seats.
An optional oxygen system is located between the center seats, It is strapped to the jump seat in the
standard seating arrangement. In the club seating arrangement, it utilizes the same attach points as the
refreshment console.
An optional cabin work table, serving the two seats on the right side of the passenger cabin, is offered
to the club seating arrangement. The table must be stowed during takeoff and landing. If the table is to be
used, it should be set up after a level cruise is established.
To remove the cabin work table from the aft baggage compartment, unlock the stud located on the
bottom of the close-out bulkhead. Loosen the white tie-down strap and remove the table from the
mounting brackets by lifting the table two inches straight up until it clears the mounting brackets. Do not
twist the table while it is in the brackets.
I~UED; MAY 1, 1978 REPORT: VB-900

REVISED : SEPTEMBER 8, 1978 7-21
SECJ1ON7 PIPER AmCRAFf CORPORATION
DESCRIPTION AND OPERATION PA-32RT-300T, TURBO LANCE ll
To in~ll the cabin work table during flight, hold the table in place and tilt the free end of the table
upward 30 until the lobed upper knobs on the table supports align with the top holes of the escutcheons
located below the right cabin window trim. Hold the upper Jobes in place and lower the free end of the
.'table to the level work position. The retaining springs will click when secure.
To stow the cabin work table, remove the tabie by lifting the free end of the table upward to
disengage the bottom lobes of the table supports. Lift until the top support lobes disengage at
approximately 30° of tilt and remove the table. Position the table in the stowage area and, with the table
work surface facing forward, place the slots in the table support into the receptacle clips mounted on the
hat shelf. Make sure the white tie-down strap is not behind the table. With the table fully placed in the
clips, bring the white tie-down strap across the face of the table and lock over the stud located on the
bottom of the close-out bulkhead.
7.2S BAGGAGE AREA

The airplane has two separate baggage areas, each with a 100 pound capacity. A 7 cubic foot forward
luggage compartment, located just aft of the fire wall, is accessible through a 16 x 22 inch door on the right
side of the fuselage. A17.3cubic foot aft compartment is located behind the fifth and sixth seats and is
accessible through the cargo door on the aft side of the fuselage and during flight from inside the cabin.
An automatic forward baggage light feature is available which utilizes a magnetic reed switch and a
magnet for activation. The switch and magnet are moonted just above the hinge line of the forward baggage
door. ·
Opening the baggage door fully causes activation of the switch which illuminates the baggage light.
The baggage light is independent of the aircraft master switch; therefore, the light will illuminate regardless
of the position of the master switch. The baggage door should not be left open for extended time periods,
as battery depletion could result. ·
NOTE
It is the pilot's responsibility to be sure-when the baggage is loaded

that the airplane's C.G. falls within the allowable C.G. range.
(Refer to Weight and Balance Section.)
7.27 HEATING AND VENTD..ATING SYSTEM
Fresh air is ducted from the aft lower right engine baffle to the heater muff by a flexible hose. Hot air
from the heater muff is routed through a flexible hose on the right side of the engine compartment, to the
valve box mounted on the fire wall just above the tunnel cut out. It is then ducted down each side of the
tunnel below the baggage floor to the cabin ducting and outlets (Figure 7-25).
Defrost heat is bled off from the main flow at the heater muff and routed through flexible hose to a
shut-off valve located to the right of center at the top of the fire wall. From this point, it is ducted to the
defroster outlets. ·
Fresh air inlets are located in the leading edge of each wing at the intersection of fhe tapered and
straight sections, and in the leading edge of the fin. Two adjustable outlets are located on each side of the
cabin, one forward and one aft of the front seat near the floor. There are also adjustable outlets above each
seat. In airplanes without air conditioning, an optional blower may be added to the overhead vent system to
aid in the circulation of cabin air.

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Figure 7-25

7-23
7.29 STALL WARNING
An approaching stall is indicated by a stall warning horn which is activated between five and ten kno
above stall speed. Mild to moderate airframe buffeting may also precede the stall. Stall speeds are shown or.
graphs in the Performance Section. The stall warning horn emits a continuous sound. The landing gear
warning hoi;n is different in that it emits a 90 cycle per minute beeping sound. The stall warning horn is
activated by a lift detector installed on the leading edge of the left wing. During preflight, the stall warning
system should be checked by turning the master switch "ON," lifting the detector and checking to
determine if the horn is actuated.
7.31 FINISH
All exterior surfaces are primed with etching primer and finished with acrylic lacquer. To keep the
finish attractive looking. containers of touch-up paint are available from Piper Dealers_.
7.33 AIR CONDmONING*
The air conditioning system is a recirculating air system. The major components include an evaporator,
a condenser, a compressor, a blower, switches and temperature control.
The evaporator is located behind the rear baggage compartment. This cools the air used for the air
conditioning system.
The condenser is mounted on a retractable scoop located on the bottom of the fuselage and to the rear
of the baggage compartment area. The scoop extends when the air conditioner is ON and retracts to a flush
position when the system is OFF.
The compressor is mounted on the forward right ~derside of the engine. It has an electric clutch
which automatically engages or disengages the compressor to the belt drive system of the compressor.
. -
Air from the baggage area is drawn through the evaporator by the blower and distributed through an
overhead duct to individual outlets located adjacent to each occupant.
The switches and temperature control are located on the lower right side of the instrument panel in
the climate control center panel. The temperature control regulates the temperature of the cabin. Turning
the control clockwise increases cooling; counterclockwise decreases cooling.
The fan speed switch and the· air conditioning ON-OFF switch are inboard of the temperature control.
The fan can be operated independently of the air conditioning; however, the fan must be on for air
conditioner operation. Turning either switch off will disengage the compressor clutch and retract the
condenser door. Cooling air should be felt within one minute after the air conditioner is turned on.
NOTE
If the system is not operating in S minutes, tum the system OFF

until the fault is corrected.
*Optional equipment

. The fan switch allows operation of the fan with the air conditioner turned OFF to aid in cabin air
crrculation. "LOW" or "HIGH" can be selected to direct a flow of air through the air conditioner outlets in
the overhead duct. These outlets can be adjusted or turned off individually.
The condenser door light is located to the right of the engine instrument cluster in front of the pilot.
The door light illuminates when the door is open and is off when the door is closed.
A circuit breaker on the circuit breaker panel protects the air conditioning electrical system.
Whenever the throttle is moved forward to takeoff power, a manifold pressure switch disengages the
compressor and retracts the scoop. This all9ws maximum power and maximum rate of climb. The fan
continues to operate and the air will remain cool for about one minute. When the throttle is retarded
approximately 1/4 inch, the clutch will engage, the scoop will extend, and the system will again supply
cool, dry air.
7.3S PIPER EXTERNAL POWER*
An optional starting installation known as Piper External Power (PEP) is accessible through a
receptacle located on the left side of the nose section aft of the cowling. An external battery can be
connected to the socket, thus allowing the operator to crank the engine without having to gain access to the
airplane's battery.
7.37 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT) when installed, is located in the aft portion of the fuselage just
below the vertical stabilizer and is accessible through a plate on the right side of the fuselage. This plate is
attached with slotted-head nylon screws for ease of removal; these screws may be readily removed with a
variety of common items such as a dime, a key, a knife blade, etc. If there are no tools available inan emergency
the screw heads may be broken off by any means. The ELT is an emergency locator transmitter which meets
the requirements of FAR 91.52.
A battery replacement date is marked on the transmitter to comply with FAA regulations, the battery
must be replaced on or before this date. The battery must also be replaced if the transmitter has been used in an
emergency situation or if the accumulated test time exceeds one hour, or if the unit has beert inadvertently
activated for an undetermined time period.
NOTE
If for any reason a test transmission is necessary, the test trans-

mission should be conducted only in the first five minutes of any
hour and limited to three audio sweeps. If the tests must be made at
any other time, the tests should be coordinated with the nearest
FAA tower or flight service station.
NARCO ELT 10 OPERATION
On the ELT unit itself is a three position switch placarded "ON," "OFF' and .. ARM." The ARM position
sets the ELTso that it will transmit after impact and will continue to transmit until its battery is drained. The
ARM position is selected when the ELT is installed in the airplane and it should remain in that position.
*Optional equipment

T~ use the ELT as a portable unit in an emergency, remove the cover and unlatch the unit from its
mounting base. The antenna cable is disconnected by a left quarter-tum of the knurled nut and a pull. A sharp
tug on the two small wires \\ill break them loose. Deploy the self-:eontaincd antenna by pulling the plastic tab
marked .. PULL FULLY TO EXTEND ANTENNA." Move the switch to ON to activate the transmitter.
In t~e event the transmitter is a_ctivated by an impact,'it can only be turned off by moving t~e switch on the
ELT umt to OFF. Normal operation can then be restored by pressing the small clear plastic reset button
located on the top of the front face of the ELT and then moving the switch to ARM.
A pilot's remote switch located on the left side panel is provided to allow the transmitter to be turned on
from inside the cabin. The pilot's remote switch is placarded "ON" and .. ARMED." The switch is normally in
the ARMED position. Moving the switch to ON wiil activate the transmitter. Moving the switch back to the
ARMED position will tum off the transmitter only if the impact switch has not been activated.
The ELT should be checked to make certain the unit has not been activated during the ground check.
Check by selecting 121.50 MHz on an operating receiver. If there is an oscillating chirping sound, the ELT may
have been activated and should be turned off immediately. This requires removal of the access cover and
moving the switch to OFF, then press the reset button and return the switch to ARM. Recheck with the
receiver to ascertain the transmitter is silent.
CCC CIR 11-2 OPERATION
On the unit itself is a three position selector switch placarded "OFF," "ARM" and "ON." The ARM
position is provided to set the unit to the automatic position so that it will transmit only after impact and will
continue to transmit until the battery is drained to depletion or until the switch is manually moved to the OFF
position. The ARM position is selected when the transmitter is installed at the factory and the switch should
remain in that position whenever the unit is installed in the airplane. The ON position is provided so the unit
can be used as a portable transmitter or in the event the automatic feature was not triggered by impact oi) o
periodically test the function of the transmitter. ·
Select the OFF position when changing the battery, when rearming the unit if it has been activated for
any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the ON position for any reason, the
OFF position has to be selected before selecting ARM. If ARM is
selected directly from the ON position, the unit will continue to
transmit in the ARM position.
A pilot's remote switch, located on the left side panel, is provided to allow the transmitter to be controlled
from inside the cabin . The pilot's remote switch is placarded "ON,""AUTO/ ARM" and .. OFF/ RESET."The
switch is normally left int he AUTO/ ARM position. To turn the transmitter off, move the switch momentarily
. to the OFF/ RES ET position. The aircraft master switc~ must be ON to turn thetr~s.mitterOFF. T? ~ctuate
the transmitter for tests or other reasons, move the switch upward to the ON pos1t1on and leave 1t m that
position as long as transmission is desired.
The unit is equipped with a portable antenna to allow the locator to be removed from the aircraft in case
of an emergency and used as a portable signal transmitter.
ISSUED: MAY 1, 1978

REPORT: VB-900 REVISED: APRIL 13, 1979
7-26
PIPER AIRCRAFT CORPORATI ON
SECTION 7
PA-32RT-300 T, TURBO LANCE II DESCRIPTIO N AND OPERATION
The locator should be checked during the ground check to make certain the unit has not been accidentally
activated. Check by tuning a radio receiver to 121.50 MHz. If there is an oscillating sound. the Iocato_r may
~ave been activated and should be turned off immediately. Reset to the ARM position and check again to
msure against outside interference.
7.41 RADAR•
A weather radar system can be installed in this airplane. The basic components of this installation are an
R-T / Antenna and a cockpit indicator. The function of the weather radar system is to detect weather
conditions along the flight path and to visually display a continuous weather outline on the cockpit indicator.
Through interpretation of the advance warning given on the display. the pilot can make an early decision on
the most desirable weather avoidance course.
NOTE
When operating weather avoidance radar systems inside of mod-

erate to heavy precipitation, it is advisable to set the range scale of
the radar to its lowest scale.
For detailed information on the weather radar system and for procedures to follow in operating and
adjusting the system to its. optimum efficiency, refer to the appropriate operating and service manuals pro-
vided by the radar system manufacturer.
WARNING
Heating and radiation effects of radar can cause serious damage to

the·eyes and tender organs of the body. Personnel should not be
allowed within fifteen feet of the area being scanned by the antenna
while the system is transmitting. Do not operate the radar during
refueling or in the vicinity of trucks or containers accommodatin g
explosives or flammables. Flashbulbs can be exploded by radar
energy. Before operating the radar, direct the nose of the airplane so
that the forward 120 degree sector is free of any metal objects such
as other aircraft or hangars for a distance of at least 100 yards, and
tilt the antenna upward 15 degrees. Do not operate the radar while
the airplane is in a hangar or other enclosure.
•Optional equipment
ISSUED: DECEMBER 18, 1978 REPORT: VB-900

TABLE OF CONTENTS
SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.3 Airplane Inspection Periods . . . . . . . . . . . . .. . . . . . . . . . . . ... . . . . . . ... , 8-2
8.5 Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8. 7 Airplane Alterations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8.9 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8.11 Engine Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.13 Brake Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.15 Landing Gear Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.1 7 Propeller Service . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.19 Oil Requiremen ts . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.21 Fuel System . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.23 Tire Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8.25 Battery Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .. 8-11
8. 2 7 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
REPORT: VB-900
8-i
PIPER AIRCRAFT CORPORATION SECTIONS
PA-32RT-300T, TURBO LANCE Il HANDLING, SERVICING AND MAINTENANCE
SECTIONS
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE
8.1 GENERAL
Tius section provides guidelines relating to the handling, servicing, and maintenance of the Turbo Lance II.
For complete maintenance instructions, refertQ the PA-32RT Maintenance Manual. I
Every owner should stay in close contact with an authorized Piper Service Center or Piper's Customer
Services Deparanent to obtain the latest information penaining to their airplane, and to avail themselves of Piper
Aircraft's suppon systems.
Piper Aircraft Corporation takes a continuing interest in having owners get the most efficient use from their
airplane and keeping it in the best mechanical condition. Consequently, Piper Aircraft, from time to time, issues
service releases including Service Bulletins, Service Leners, Service -spares Leners, and others relating to the
airplane.
Piper Service Bulletins are of special imponance and Piper considers compliance mandatory. These are sent
directly to the latest FAA-registered owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may apply. Tilis information is provided to
all authorized Piper Service Centers.
Service Leners deal with product improvements and servicing techniques pertaining to the airplane. They
are sent to Piper Service.Centers and, if necessary, to the latest FAA-registered owners in the U.S. Owners should I
give careful attention to Service Lener information.
Service Spares Leners offer improved parts, 'kits, and optional equipment which were not available
originally, and which may be of interest to the owner.
Piper ·A ircraft Corporation offers a subscription service for Service Bulletins, Service Leners, and Service
Spares Leners. Tilis service is available to interested persons such as owners, pilots, and mechanics at a nominal \
fee, and may be obtained through an authorized Piper Service Center or Piper's Customer Services Depamnent.
Maintenance manuals, parts catalogs, and revisions to both, are available from Piper Service Centers or
Piper's Customer Services Depamnent.
Any correspondence regarding the airplane should include the airplane model and serial number to ensure
proper response.

HANDLING, SERVICING AND MAINTENANCE PA-32RT-300T, TIJRBO LANCE II
8.3 AIRPLANE INSPECTION PERIODS

Piper Aircraft Corporation has developed inspection items and required inspection intervals for the PA-32RI'
(see PA-32RI' Maintenance and Inspection Manuals). Toe PA-32RI' Inspection Manual contains appropriate
forms, and all inspection procedures should be complied with by a properly trained, knowledgeable, and qualified
mechanic at a Piper Service Center or a reputable repair shop. Piper Aircraft Corporation cannot accept
responsibility for the continued airwonhiness of any aircraft not maintained to these standards, and/or not brought
into compliance with applicable Service Bulletins issued by Piper Aircraft Corporation, instructions issued by the
engine, propeller, or accessory manufacturers, or Airworthiness Directives issued by the FAA.
A programmed Inspection, approved by the Federal Aviation Administration (FAA), is also available to the
owner. This involves routine and detailed inspections ~ allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued airwonhiness is maintained. Complete
details are available from Piper Aircraft Corporation.
In addition, but in conjunction with the above, the FAA requires periodic inspections on all aircraft to keep
the Airworthiness Cenificate in effect. Toe owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documenwion in logbooks and/or maintenance records.
A spectrographic analysis of the engine oil is available from Pratt & Whitney Canada or a Pratt & Whitney
approved facility. This inspection, if performed properly, provides a good check of the internal condition of the
engine. To be accurate, induction air filters must be cleaned or changed regularly, and oil samples must be taken
and sent in at regular intervals.
. 8.5 PREVENTIVE MAINTENANCE
Toe holder of a pilot certificate issued under Federal Aviation Regulations (FAR) Pan 61 may perform
cenain preventive maintenance as defined in the FARs. This maintenance may be performed only on an aircraft
which the pilot owns and operates. and which is not used in air carrier or air taxi/commercial operations
service.
by
All other aircraft maintenance must be accomplished a persQn or facility appropriately certificated by thf
Federal Aviation Administration (FAA) to perform that work.
Anytime maintenance is accomplished, an entry must be made in the appropriate aircraft maintenance
records. The entry shall include:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work.
(e) Signature of.the individual doing the work.

PA-32RT-300T, TURBO LANCE II HANDLING, SERVICING AND MAINTENANCE
8.7 AIRPLANE ALTERATIONS
. If the O\\ner desire,; to have his aircraft modified. he must obtain FAA approval for the alteration.
MaJor alterations accomplished in accordance with Advisory Circular 43.13-2. when performed by an A & P
mechanic. may be approved by the local FAA office. Major alterations to the basic airframe or systems not
covered by AC 43.13-2 require a Supplemental Type Certificate .
. ' The owner or pilot is required to ascertain that the following Aircraft Papers are in order and in the
aircraft.
(a) To be displayed in the aircraft at all times:
( I) Aircraft Airworthiness Certificate Form FAA-8100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times:

(I) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair and Alteration Form
FAA-337. if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the aircraft. they should be made
available upon request. Logbooks should be complete and up to date. Good records will reduce
maintenance cost by giving the mechanic information about what has or has not been accomplished.
REPORT: VB-900
ISSUED: MAY 1, 1978
8-3
REVISED: JULY 7, 1984
HANDLING, SERVICING AND MAINTENANCE PA-32RT-300T, TURBO LANCE II
8.9 GROUND HANDLING
(a) Towing
The airplane may be moved on the ground by the use of the nose wheel
steering bar that is
stowed in the rear baggage compartment or· by power equipment
that will not damage or
excessively strain the nose gear steering assembly. Towing lugs are
incorporated as part of the
nose gear fork.
CAUTION
When towing with power equipment, do not tum the nose gear
beyond its steering radius in either direction, as this will result in
damage to the nose gear and steering mechanism.
CAUTION
Do not tow the airplane when the controls are secured.
In the event towing lines are nece·ssary, ropes should be attached to both
main gear struts as
high up on the tubes as possible. Lines should be long enough to clear
the nose and/or tail by not
less than fifteen feet, .and a qualified person should ride in the pilot's
use of the brakes. seat to maintain contro l by
· · ·
(b} Taxiing
Before attempting to taxi the airplane. ground personnel should be instruc

ted and approved
by a qualified person authorized by the owner. Engine starting and shut-do
wn procedures as well
as taxi techniques should be covered. When it is ~scertained that the
propeller back blast and taxi
areas are clear. release the parking brake and then apply power to
start the taxi roll. and the
following checks should be performed:
( I} Taxi a few feet forward and apply the brakes to determ
ine their effectiveness.
(2) Taxi with the propeller set in low pitch. high RPM setting.
( 3) While taxiing. make slight turns to ascertain the effectiveness of
the steering.
(4) Observe wing clearance when taxiing near buildings or other
stationary objects. If
possible. station an observer outside the airplane.
( 5) When taxiing over uneven ground. avoid holes and ruts.
(6) 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.

(c) Parking
.When parking the airplane, be sure that it is sufficiently protected from adverse weather
conditions and that it presents no danger to other aircraft. When parking the airplane for any
length of time or overnight, it is suggested that it be moored securely.
(1) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever and depressing the knob on
the handle. To release the parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward.
CAUTION
Care should be taken when setting brakes that are overheated or

during cold weather when accumulated moisture may freeze a
brake.
(3) Aileron and stabilator controls should be secured with the front seat belt and chocks
used to properly block the wheels.
(d) Mooring
The airplane should be moored for immovability, security and protection. The following
procedures should be used for the proper mooring of the aitplane:
(I) Head the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and stabilator by looping the seat belt through the control
wheel and pulling it snug.
( 4) Block the wheels..
(5) Secure tie-down ropes to the wing tie-down rings and to the tail ring at approximately
45 degree angles to the ground. When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the aitplane should the ropes contract.
CAUTION
Use bowline knots, square knots or locked slip knots. Do not use
plain slip knots.
NOTE
Additional preparations for high winds include using tie-down

ropes from the landing gear forks and securing the rudder.
(6) Install a pitot head cov~r if available. Be sure to remove the pitot head cover before
flight.
(7) Cabin and baggage doors should be locked when the airplane is unattended.

8-5
HANDLING. SERVICING AND MAINTENANCE PA-32RT-300T. TURBO LANCE II
8.11 ENGINEAIRFILTER /
(a) Removing Engine Air Filter
(1) Remove the retaining clips securing the filter.

(2) Remove the filter.
(3) Check the filter. If it is damaged or excessively dirty, replace it immediately.
(b) Oeaning Engine Air Filter
The air ftlter ·should be examined and cleaned at least once every 50 hours, and more often,
even daily, when operating in dusty conditions. Extra filters are inexpensive, and a spare should
always be kept on hand for use as a rapid replacement. ---
Depending upon the type of dirt in the filter, one or both of the two following cleaning
methods should be used:
(1) To remove grit, dust or sand, use compressed air. Keeping the air nozzle at least one
inch from the filter surface, direct a jet of air not exceeding 100 psi up and down the
pleats on the clean air side of the filter.
(2) To iemove carbon, soot, or oil, wash the filter. Soak the filter for 15 minutes in a good
non-sudsing detergent; then swish it gently in the solution for two minutes. Rinse the
filter completely with a stream of water not exceeding 40 psi until the rinse water is
clear. Dry the filter thoroughly before reinstallation, but do not use light bulbs or
extreme heat for drying.
Before reinstalling the filter, check all components for dirt and damage. Wipe the filter
housing clean. Do not oil the filter.
(c) Installation of Engine Air Filter ·
After cleaning or when replacing the filter, install the filter in the reverse order of removal.
8.13 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level
should be checked periodically or at every 100 hour inspection and replenished when necessary. The brake
reservoir is located on the left side of the fire wall in the engine compartment If the entire system must be
refilled, fill with fluid under pre~ure from the brake end of the system. This will eliminate air from the
system.
No adjustment of the brake clearances is necessary. If after extended service brake blocks become
excessively worn they should be replaced with new segments.

8-6
PA-32RT-300T, TURBO LANCED HANDLING, SERVICING AND MAINTENANCE
\ \
\
BRAKE SYSTEM
Figure 8-1
I~UED : MAY 1, 1978 REPORT: VB-900

8-7
SEcnO N 8 PIPER AIRCRA FT CORPO RATION
HANDLING, SERVICING AND MAINTENANCE PA-32RT-300T, TURBO LANCE II
8.15 LANDING GEAR SERVICE
The main landing gear uses Oevelan d Aircraft Products 6.00 x 6 wheels with 6.00 x 6, eight-ply
tjres and tubes. The nose wheel uses a Cleveland Aircraft Products 5.00 x 5 wheel with rating
a 5.00 x 5 six-ply
rating, type III tire and tube. (Refer to paragraph 8.23.)
Wheels are removed by taking off the hub cap, cotter pin, axle nut~ and the two bolts
holding the
brake segment in place. Mark tire and wheel for reinstallation· then dismoun t
by deflating the tire,
removing the three through-bolts from the wheel and separating th; wheel halves.
Landing gear oleos should be serviced according to the instructions on the units. The
main oleos
should be extended under normal static load until 4.0 ± .25 inches of oleo piston tube
is exposed , and the
nose gear should show 2.60 ± .25 inches. To add air to the oleo struts, attach a strut
pwnp to the valve
assembly near the top of the oleo strut housing and pwnp the oleo to the desired position
. To add oil, jack
the aircraft, release the air pressure in the strut, remove the valve core and add oil through
this opening with
the strut ex~ended. After the strut is full, compress it slowly and fully to allow excess
I With the strut still compressed reinsert the valve core and pump up the strut as above.air and oil to escape.
In jacking the aircraft for landing gear or other service, two hydraulic jacks and a tail stand
should be
used. At least 250 pounds of ballast should be placed on the base of the tail stand before
the airplane is
jacked up. The hydraulic jacks should be placed under the jack points on the bottom
of the wing and the
airplane jacked up until the tail skid is at the right height to attach the tail stand. After
the tail stand is
attached and the ballast added, jacking may be continued until the airplane is at the height
desired.
The steering arms from the rudder pedals to the nose wheel are adjusted at the rudder pedals
or at the
nose wheel by turning the thre~ded rod end bearings in or out. Adjustment is normally
accomplished at the
forward end of the rods and should be done in such a way that the nose wheel is in line
with the fore and
aft axis of the plane when the rudder pedals and rudder are centered. Alignment of the
nose wheel can be
checked by pushing the airplane back and forth with the rudder centered to determin
e that the plane
follows a perfectly straight line. The turning arc of then~ wheel is 22.5° ± 2° in either
direction and is
limited by stops at the rudder pedals.
8.17 PROPELLER SERVIC E
The spiMer and backing plate should be cleaned and inspected for cracks frequently.
Before each
flight the propelle r should be inspected for nicks, scratches, and corrosion. If found,
they should be
repaired as soon as possible by a rated mechanic, since a nick or scratch causes an area
of increased stress
which can lead to serious cracks or the loss of a propeller tip. The back face of the blades
should be painted
when necessary with flat black paint to retard glare. To prevent corrosion, the surface
should be cleaned
and waxed periodically.
REPORT: ~900 ISSUED : MAY 1, 1978

PIPER AIRCRAFT CORPORA TION SECTIONS
8.19 OIL REQUIREMENTS

The oil capacity of the Lycoming 10-540 series engine is 12 quans, and the minimum safe quantity is
2-3/4 quans. It is recommended that the engine oil be drained and replenished and the oil filter clement be
changed each 50 hours of operation. However, regardless of the hours of operation, the interval between oil
and oil filter changes should not exceed a total of four (4) months. Under unfavorable dusty conditions, the
oil and oil filter should be changed more frequently.
The following seasonal aviation oil grades and seasonal ambient temperature ranges are recommended:
Average Ambient MIL-L-6082B Mil.-L-22851

Air Temperature Mineral . Ashless Dispe~t
SAE Grade SAE Grades
All Temperatures ISW-50 or 20W-50
Above 80°F 60 60
Above 60°F 50 40or 50
30°Fto 90°F 40 40
0°Fto 70°F 30 30, 40 or 20W-40
0°Fto 90°F 20W50 20W50 or 15W50
Below 10°F 20 30or20W-3 0
When operating temperatures overlap indicated ranges, use the.lighter grade oil.
NOTE
Refer to the latest issue of Textron Lycoming Service Instruction
No. 1014 (Lubricating Oil Recommendations) for further infor-
mation.
8.21 FUEL SYSTEM .
(a) Servicing,Fuel System
At every 50 hour inspection, the fuel screens in the strainer and in the injector must be
cleaned. The screen in the injector is located in the housing where the fuel line connects to the
injector. The fuel strainer is located under the floor panel and is accessible for cleaning through
an access plate on the underside of the fuselage. After cleaning, a small amount of grease applied
to the gasket will facilitate reassembly.
(b) Fuel Requirements (AVGAS ONLY)
Aviation grade fuel with a minimum octane of 100/130 is specified for this airplane. Since
the use of lower grades can cause serious engine damage in a shon period of time, the engine
warranty is invalidated by the use of unapproved fuels. Refer to the latest issue of Lycoming
Service Instruction 1070 for approved alternate grade fuels.
(c) Filling Fuel Tanks
Observe all safety precautions required when handling gasoline. Fill the fuel tanks through
the filler located on the forward slope of the wing. Each wing holds a maximum of 49 U.S.
gallons. When using less than the standard 98 gallon capacity, fuel should be distributed equally
between each side.
(d) Draining Fuel Strainer, Sumps, and Lines
The fuel tank sumps and strainer should be drained before the first flight of the day and
after refueling to avoid the accumulati on of water and sediment, and to check for proper fuel.
I
sEcnON8 PIPER AIRCRAFI' CORPORATION
HANDLING, SERVICING AND MAINTENANCE PA-32RT-300T, TURBO LANCE Il
FUEL TANK DRAIN

Figure 8-3
Each fuel tank has an individual quick drain at the lower inboard comer. A fuel strainer with a
fuel system quick drain is located at the lowest point in the system. Each tank sump should be
drained through its individual quick drain until sufficient fuel has flowed to ensure the
removal of any contaminants. The fuel stmner sump quick drain, operated by a lever inside
the cabin on the right forward edge of the wing spar housing, should be opened while the fuel
selector valve is moved through the two tank positions. Enough fuel should flow at each
position to allow the fuel lines. and the strainer to remove contaminants and to check for
proper fuel. A container is provided for the checking of fuel clarity. (See Description -
Airplane and Systems Section for more detained instructions).
CAUTION
When draining fuel, be sure that no fire hazard exists before
staning the engine.
After using the fuel system quick drain, check from outside the airplane to be sure that it
has closed completely and is not leaking.
(e) Draining fuel System
The bulk of the fuel may be drained by opening the individual drain on each tank. The
remaining fuel may be drained through the fuel strainer.
8.23 TIRE PRESSURE
For maximum service from the tires, keep them inflated to the proper pressure - 35 psi for the nose
gear and 38 psi for the main gear. All wheels and tires are balanced before original installation, and the
relationship of tire, tube, and wheel should be maintained upon reinstallation. Unbalanced tires can cause
extreme vibration in the landing gear; therefore, in the installation of new components, it may be necessary
to rebalance the wheels with the tires mounted. When checking tire pressure, examine the tires for wear,
cuts, bruises, and slippage. ·

PA-32RT-300T, TURBO LANCE II HANDLING, SERVICING AND MAINTENANCE
8.25 BATTERY SERVICE
Access to the 12-volt battery is ·through an access panel in the left side of the fuselage and by removing
the floor of the forward baggage compartment. The battery box has a plastic tube which is normally closed
off with a cap and which should be opened occasionally to drain off any accumulation of liquid. The
battery should be checked for proper fluid level. DO NOT fill the battery above the baffle plates. DO NOT
fill the battery with acid - use water only. A hydrometer check will determine the percent of charge in the·
battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and finishing with a 2 amp rate.
Quick charges are not recommended. .
8.27 CLEANING
(a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape on the magneto vents to
prevent any solvent from entering these units.
(1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture
of solvent and degreaser. In order to remove especially heavy dirt and grease deposits,
it may be necessary to brush areas that were sprayed.
CAUTION
Do not spray solvent into the alternator, vacuum pump, starter, or
air intakes.
(3) Allow the solvent to remain on' the engine from five to ten minutes. Then rinse the
engine clean with additional solvent and allow it to dry.
CAUTION
Do not operate the engine until excess solvent has evaporated or

otherwise been removed. ·
(4) Remove the protective tape from the magnetos.

(5) Lubriate the controls, bearing surfaces, etc., in accordance with the Lubrication Chart
in the applicable Service Manual.

8-11
HANDLING, SERVICING AND MAINTENANCE PA-32RT-300T, TURBO LANCED
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar material over the wheel and
brake assembly.
(I) Place a pan under the gear to catch waste.
a
(2) Spray or brush the gear area with .solvent or mixture of solvent and degreaser, as
desired. Where heavy grease and dirt deposits have collected, it may be necessary to
brush areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten minutes. Then rinse the gear
with additional solvent and allow to dry.
( 4) Remove the cover from the wheel and remove the catch pan.
(5) Lubricate the gear in accordance with the Lubrication Chart.
( 6) Caution: Do not brush the micro switches.
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. Harsh abrasives or alkaline soaps
or detergents could make scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To wash the airplane, use the
following procedure: ·
- (1) Flush away loose dirt with water.
· (2) Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain on the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened with naphtha.
(5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted surfaces. Soft cleaning
cloths or a chamois should be used to prevent scratches when cleaning or polishing. A
heavier coating of wax on the leading surfaces will reduce the abrasion problems in
these areas. · ·
( d) Qeaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior surfaces with clean water.
(2) Wash with mild soap and wann water or with aircraft plastic cleaner. Use a soft cloth
or sponge in a straight back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a clotlt moistened with kerosene.
CAUTION
Do not use gasoline, alcohol, benzene, carbon tetrachloride,

thiMer, acetone, or window cleaning sprays.
( 4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly
with a soft cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by rubbing out the scratch with
jeweler's rouge. Smooth both sides and apply wax.

8-12
PIPER AIRCRAFT CORPORATION SECilON 8
(e) Cleaning Headliner, Side Panels and Seats
( 1) Clean headliner, side panels, and seats with a stiff bristle brush, and vacuum where
necessary.
(2) Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner
suitable for the material. Carefully follow the manufacturer's instructions. Avoid
soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand soap and water.
(f) Oeaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or vacuum. For soiled spots
and stubborn stains use a noninflammable dry cleaning fluid. Floor carpets may be cleaned like
any household carpet.

8-13
TABLE OF·CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/Supplement Page
No.
No.
9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
1 Air Conditioning System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
2 AutoFlite II Autopilot Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
3 AutoControl IIIB Autopilot Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
4 AltiMatic IIIC Autopilot Installation . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . 9-13
5 Piper Electric Pitch Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
6 Oxygen Installation . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
7 · KFC-200 AFCS (with Flight Director Installation) . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
8 'I{FC-200 AFCS (without Flight Director Installation) . . . . . . . . . . . . . . . . . . . . . . . 9-33
REPORT: VB-900
9-i
PA-32RT-300T, TURBO LANCE II SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of Supplements which are necessary for efficient
operation of the airplane when equipped with one or more of the various optional systems and equipment
not provided with the standard airplane.
All of the Supplements provided by this section are "FAA Approved" and consecutively numbered as
a permanent part of this Handbook. The information contained in each Supplement applies only when the
related equipment is installed in the airplane.

9-1
SECTION9 · PIPER AIRCRAFT CORPORATION
SUPPLEMBJTS PA-32RT-300T, TURBO LANCED
TIDS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-900 l~UED: MAY 1, 1978

9-2
PIPER AffiCRAFf CORPO RATION SECTION 9
SUPPLEMENT 1
AIR CONDffiONING INSTALLATION
SECTION 1 - GENERAL
. This supplement supplies information necessary for the efficient operation of the airplane when the
optional air conditioning system is installed. The information contained within this supplement is to be
used "as described" in conjunction with the complete handbook.
. This supplement has been "FAA Approved" as a permanent part of this handbook and must remain in
this handbook at all times when the optional air conditioning system is installed.
SECTION 2 - L™ITATIONS
(a) To insure maximum climb performance the air conditioner must be turned "OFF" manually
prior to takeoff to disengage the compressor and retract the condenser door. Also the air
conditioner must be turned "OFF" manually before the landing approach in preparation for a
possible go-around.
(b) Placards
In full view of the pilot, in the area of the air conditioner controls when the air conditioner is
installed :
"WARNING - AIR CONDITIONER MUSI BE OFF TO INSURE

NORMAL TAK.EOFF CLIMB PERFORMANCE."
In full view of the pilot, to the right of the engine gauges (condenser door light):
"AIR COND DOOR

OPEN"
SECTION 3 - EMERGENCY PROCEDURES
No changes to the basic Emergency Procedures provided by Section 3 of this Pilot's Operating
Handbook are necessary for this supplement.
ISSUED : MAY 1, 1978

REPORT: VB-900
9-3
SECTION9 PIPER AIRCRAFf CORPORATION
SUPPLEMENTS PA-32RT-300T, TURBO LANCE II
SECTION 4 - NORMAL PROCEDURES
Prior to takeoff, the air conditioner should be checked for proper operation as follows:
(a) Check aircraft m~ter switch "ON."
(b) Tum the air conditioner control switch to "ON" and the fan switch to one of the operating
positions - the "AIR COND DOOR OPEN" warning light will turn on, thereby indicating proper
air conditioner condenser door actuation.
(c) Tum the air conditioner control switch to "OFF" - the "AIR COND DOOR OPEN" warning
light will go out, thereby indicating the air conditioner condenser door is in the up position.
(d) If the "AIR COND DOOR OPEN" light does not respond as specified above, an air conditioner
system or indicator bulb malfunction is indicated and further investigation should be conducted
prior to flight.
The above operational check may be performed during flight if an in flight failure is suspected.
The condenser door light is located to the right of the engine instrument cluster in front of the pilot.
The door light illuminates when the door is open and is off when the door is closed.
SECTIONS - PERFORMANCE
Operation of the air conditioner will cause slight decreases in cruise speed and range. Power from the
engine is required to run the compressor, and the condenser door, when extended, causes a slight increase in
drag. When the air conditioner is turned off there is normally no measurable difference in climb, cruise or
range performance of the airplane.
NOTE
To insure maximum climb performance the air conditioner must
be turned off manually before takeoff to disengage the compressor
and retract the condenser door. Also the air conditioner must be
turned off manually before the landing approach in preparation
for a possible go-around.
Although the cruise speed and range are only slightly affected by the air conditioner operation, these
changes should be considered in preflight planning. To be conservative, the following figures assume that
the compressor is operating continuously while the airplane is airborne. This will be the case only in
extremely hot weather.
(a) The decrease in true airspeed is approximately 6 KTS at all power settings.
(b) The decrease in range may be as much as 45 nautical miles for the 94 gallon capacity.
REPORT: VB-900 I~UED: MAY 1. 1978

9-4
The climb performance is not compromised measurably with the air conditioner operating since the
compressor is declutched and the condenser door is retracted. both automatically, when 34 inches Hg or
more manifold pressure is used. When less than 34 inches Hg manifold pressure is used or in the event of a
malfunction which would cause the compressor to operate and the condenser door to be extended, a
decrease in rate of climb of as much as 100 fpm can be expected. Should a malfunction occur which
prevents condenser door retraction when the compressor is turned off, a decrease in rate of climb of as
much as 50 fpm can be expected.

9-5
SECTIO N9 PIPER AIRCRAFT CORPORATION
THIS PAGE INTENTIONALLY LEFT BLANK
REPORT: VB-900 I~UED : MAY 1, 1978

9-6
PIPER AIRCRAFT CORPORA11ON SECTION 9
SUPPLEMENT 2
AUTOFLITE II AUTOPILOT INSTALLA11ON
SECTION 1 - GENERAL
This supplement supplies infonnation necessary for the operation of the airplane when the optional
AutoFlite II AutoPilot is installed in accordance with STC SA-3054 SW-D. The infonnation contained
within this supplement is to be used "as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a pennanent part of this handbook and must remain in
this handbook at all times when the optional AutoFlite II Autopilot is installed.
SECTION 2 - LIMITATIONS
(a) Autopilot operation prohibited above 174 KIAS. (Autopilot Vmo)

(b) Autopilot must be "OFF" for takeoff and landing.
(a) In case of malfunction, PRESS discoMect switch on pilot's control wheel.

(b) In case of malfunction, overpower autopilot at either control wheel.
(c) AutoFlite II master switch - OFF.
(d) In climb, cruise or descent configuration a malfunction with a 3 second delay in recovery
initiation may result in a 60° bank and 120' altitude loss.
(e) In approach configuration, coupled or uncoupled, a malfunction with a 1 second delay in
recovery initiation may result in a 20° bank and a 20' altitude loss.
AUTOFUTE II PREFLIGlIT INSPECTION
(a) AutoFlite master-switch - ON.

(b) Rotate Turn Command Knob to left and · right. Aircraft control wheels should rotate in
corresponding directions.
(c) With AutoFlite II on, rotate aircraft control wheel to left and right. Only light forces should be
required to override roll servo clutch.
(d) AutoFlite II master switch- OFF - rotate control wheel left and right to assure disengagement.
ISSUED : MAY 1. 1978 REPORT: YB-900

9-7
SECTION9 PIPER Am.CRAFT CORPORATION
AUTOFLITE II IN-FLIGHT PROCEDURE
(a) Engagement
(1) Check Tum Command Knob in center detent position.
(2) AutoFlite II master switch - ON.
(b) Disengagement
(1) AutoFlite II master switch - OFF.
(c) Heading Changes

(1) Move Trim Knob on instrum ent for Drift Correction from a Constan
t Heading.
(2) Move Turn Command Knob for left or right banked turns. Rotatio n of
knob to stop will
yield ~ appropriate bank angle to obtain an appropriate standard rate turn.
Intermediate
settin~ may be used for lesser turn rates.
(d) OMNI Tracker

(1) Turn Command Knob - move to center detent position and push
IN to engage tracker.
Aircraft will track desired radial established on NAV 1 (or as selected, if equippe
d with a
NAV Selector Switch).
Tracker mmt be engaged within 10 ° of being "on course" i.e.

VOR course needle centered and aircraft heading within a 10° of
VORcourse.
(2) Trim Knob - push IN for high sensitivity. Use high sensitivity position for
Localizer tracking
and as desired for OMNI tracking.
(e) . Maintain directional trim during all autopilot operations.
SECTION S - PERFORMANCE
No changes to the basic performance provided by Section 5 of this Pilot's
Operating Handbook are
necessary for this supplement.

9-8
SECTION 9
SUPPLEMENTS
SUPPLEMENT 3
AUTOCONTROL IIIB AUTOPILOT INSTALLATION
SECTION 1 - GENERAL
This supplement supplies infonnat ion necessary for the operation of the airplane when
the optional
Piper AutoControl IIlB Autopilot is installed in accordance with STC SA-3053 SW-D.
The information
containe d within this supplement is to be used "as described" in conjunction with the complete
handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook and must
remain in
this handboo k at all times when the optional Piper AutoControl IIIB Autopilot is installed
.
SECTION 2- LIMITATIONS

(b) Autopilot must be "OFF" for takeoff and landing.
(a) In an emergency AutoControl IIIB can be disconnected by:

(1) Pushing the roll ON-OFF Rocker Switch "OFF."
(b) The autopilo t can be overpowered at either control wheel.
(c) An autopilot runaway, with a 3 second, delay in the initiation of recovery while operating
in
climb, cruise or descending flight, could result in a60.• bank and a 120' altitude loss.
(d) An autopilot runaway, with a 1 second delay in the initiation of recovery, during an approach
operation, coupled or uncoupled, could result in a 20° bank arid 20' altitude loss.
(e) Emergency operation with optional NSD 360A (HSI) non-slaved:
NSD 360A
( 1) Appearance of HDG flag

a. Check air supply (vac. or pressure) for adequate air supply (4.2 IN-HG min).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card-pull circuit breaker and use magnetic compass for directional data.
NOTE
If heading card is not operational, autopilot should not be used.
(3) With card disabled VOR/LOC and Glide Slope displays are still functional, use
card set to
rotate card to aircraft heading for correct picture.
ISSUED: MAY 1, 1978

REPORT : VB-900
9-9
SUPPLEMENTS PA-32RT-3 00T, TURBO LANCE II
SECTION4 -NORMAL PROCEDU RES
PREFLIGHT INSPECTION
(a) AUTOPILOT
( 1) Place Radio Coupler in ..HDG" Mode (if installed) and place the AP "ON-OFF" switch to
the "ON" position to engage roll section. Rotate roll command knob left and right and
observe that control wheel describes a corresponding left and right turn, then center knob.
(2) Set proper D.G. heading on D.G. and turn _HDG bug to aircraft heading. Engage "HDG"
mode rocker switch and rotate HDG bug right and left. Aircraft control wheel should tum
same direction as bug. Grasp control wheel and manually override servo, both directions.
(b) RADIO COUPLER (OPTIONAL)

(l) Tune and identify VOR or VOT station. Position Radio Coupler to OMNI Mode. Engage
Autopilot "ON" and HDG switches. Set HDG bug to aircraft heading and rotate O.B.S. to
cause OMNI indicator needle to swing left and right slowly. Observe that control wheel
rotates in direction of needle movement.
(2) Disengage AP "ON-OFF" switch. Reset Radio Coupler control to HDG.
IN-FLIGHT
(a) Trim airplane (ball centered).
(b) Check air pressure vacuum to ascertain that the directional gyro and attitude gyro are receiving
sufficient air.
(c) Roll Section:

( l) To engage, center Roll knob, push AP "ON-OFF" switch to "ON" position. To tum, rotate
console ROLL knob in desired direction. (Maximum angle of bank should not exceed 30° .)
(2) For heading mode, set directional gyro with magnetic compass. Push directional gyro HDG
knob in, rotate bug to aircraft heading. Push.console heading rocker (HDG) switch to "ON"
position. To select a new aircraft heading, push D.G. heading knob "IN" and rotate, in
desired direction of tum, to the desired heading.
(d) Radio Coupling VOR-1-LS with H.S.I. Type Instrument Display. (Optional)
( 1) VOR Navigation
a. Tune and identify VOR Station. Select desired course with O.B.S. (H.S.I. Course
Knob).
b. · Select OMNI mode on Radio Coupler.
c. Select HDG mode on autopilot console to engage coupler. Aircraft will turn to a 45 °
intercept angle to intercept the selected VOR course. Intercept angle magnitude
depends on radio needle off course magnitude, 100% needle deflection will result in
45° intercept with the intercept angle diminishing as the needle off set diminishes.
d. NAV mode - NAV mode provides reduced VOR sensitivity for tracking weak, or noisy
VOR signals. NAV mode should be selected after the aircraft is established on course.
(2) ILS-LOC Front Course

a. Set inbound, front, localizer course on O.B.S. (H.S.I. Course Knob).
b. Select LOC-Norm al on Radio Coupler to intercept and track inbound on the localizer.
I Select LOC-REV to intercept and track outbound to the procedure tum area.
c. Select HOG Mode on autopilot console to engage coupler.

PA-32RT-300T, TURBO LANCED SUPPLEMENTS
(3) ILS - Back Course

a. Set inbound, front localizer course on O.B.S. (H.S.I. Course Knob).
b. Select LOC-REV on radio coupler to intercept and track inbound on the back localizer
course. Select LOC-NORM to intercept and track outbound on the back course to the
procedure tum area.
c. Select HDG mode on autopilot console to engage coupler.
(e) Radio Coupling - VOR/ILS with Standard directional gyro. (Optional)

Radio Coupler operation in conjunction with a standard directional gyro and VOR/LOC
display differs from operation with an integrated display (H.S.I.) only in one respect. The HDG
bug is used as the radio course datum and therefore must be set to match the desired VOR course
as selected on the O.B.S.
(1) For VOR Intercepts and Tracking:
Select the desired VOR course and set the HDG bug to the same heading. Select
OMNI mode on the coupler and HDG Mode on the autopilot console.
(2) For US Front Course Intercepts and Tracking:
Tune the localizer frequency and place the HDG bug on the inbound, front course
heading. Select LOC-NORM mode on the coupler and HDG mode on the autopilot
console.
(3) For LOC Back Course Intercepts and Tracking:
Tune the localizer frequency and place the HDG bug on the inbound course
heading to the airport. Select LOC-REV mode with coupler and HDG mode on the
autopilot console.
No changes to the basic perfonnance provided by Section 5 of the Pilot's Operating Handbook are
,ssUED: MAY 1, 1978

REPORT: VB-900
9-11
SECTION9 P~ERAIRCRAFrCORPORATION
THIS PAGE INTENTIONALLY LEFf BLANK

9-12
PIPER AmCRAFT CORPORA TION SECTION 9
PA-32RT-30 0T, TURBO LANCE Il SUPPLEMENTS
SUPPLEMENT 4
ALTIMATIC me AUTOPILOT INSTALLATION
SECTION I - GENERAL
This supplement supplies infonnation necessary for the operation of the airplane when the optional
AltiMatic IIIC is installed in accordance with STC SA-3253 SW-D. The infonnation contained within this
supplement is to be used "as described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook and must remain in
this handbook at all times when the optional AltiMatic IIIC Autopilot is installed.

(b) Autopilot operation prohibited with more than 25 ° flap extension (two notches).
(c) Autopilot must be ..OFF' during takeoff and landing.
(d) Required placard P/N 13A660-1 "Conduct Trim Check prior to flight (see P/0/H)" to be
installed in clear view of pilot. ·
This aircraft is equipped with a Master Disconnect/ Interrupt Switch on the pilot's control wheel. When
the switch button is depressed it will disconnect the autopilot. When depressed and held it will interrupt all
Electric Elevator Trim Operations. Trim operations will be restored when the switch is released. If an
autopilot or trim emergency is encountered , do not attempt to determine which system is at fault.
Immediatel y depress and hold the Master Disconnect/ Interrupt button. Tum off autopilot and trim master
switch and retrim aircraft, then release the interrupt switch.
NOTE
During examination of this supplement , the pilot is advised to
locate and identify the autopilot controls, the trim master switch
and circuit breakers for both systems.
ISSUED: MAY 1, 1978

REPORT: VB-900
9-13
(a) In the event of an autopilot malfunction the autopilot can be:

(I) Overpowered at either control wheel.
CAUTION
Do not overpower autopilot pitch axis for periods longer than 3
seconds because the autotrim system will operate in a direction to
oppose the pilot and will, thereby, cause an increase in the pitch
overpower forces.
(2) Disconnected by depressing the Master Disconnect/Interrupt Switch.

(3) Disconnected by depressing the Trim.Switch "AP OFF" bar.
( 4) Disconnected by pushing the roll rocker switch "OFF."
(b) In the event of a trim malfunction:

(1) Depress and hold the Master Trim Interrupt Switch.
(2) Trim Master Switch- "OFF." Retrim aircraft as necessary using manual trim system.
(3) Release Master Interrupt Switch - be alert for possi"ble trim action.
( 4) Trim Cricuit Breaker - Pull. Do not operate trim until problem is corrected.
(c) If a trim runaway occurs with the autopilot operating, the above procedure will disconnect the
autopilot which will immediately result in higher control wheel forces. Be prepared to manually
retrim, as necessary to eliminate undesirable forces.
(d) Altitude Loss During Malfunction:

(1) An autopilot malfunction during climb, cruise or descent with a 3 second delay in recovery
initiation could result in as much as 60 • of bank and 400' of altitude loss.
(2) An autopilot malfunction· during an approach with a 1 second delay in recovery initiation.
could result in as much as· 22° of bank and so• altitude loss. Maximwn altitude loss.
measured in approach configUration and operating either coupled or uncoupled.
EMERGENCY OPERATION WITH omONAL HSI

(Non-Slaved)
(a) Appearance of HDG Flag:

(1) Check air supply gauge (vac or pressure for adequate air supply (4 in. Hg min.).
(2) Check compass circuit breaker.
(3) Observe display for proper operation.
(4) To disable heading card -pull circuit breaker and use magnetic compass for directional data.
Note: If heading card is not operational, autopilot should not be used.
(b) With card inoperative - VOR and Glide Slope displays are still functional; use card set to rotate
card to aircraft heading for correct picture. ·
(c) Localizer - left-right information still usable. Flag information is disabled - compare needle with
• 2 indicator for valid left-right needle operation.

9-14
PREFLIGH T INSPECTION - AUTOPILOT
(a) Roll Section

( 1) Place Radio Coupler in "Heading" mode and place roll rocker switch "ON" to engage roll
section. Rotate roll command knob left and right and observe that control wheel describes.a
corresponding left and right turn, then center knob.
(2) Set proper D.G. Heading on D.G. and turn Heading Bug to aircraft heading. Engage
"Heading" mode rocker switch and rotate heading bug right and left. Aircraft control wheel
should turn same direction as bug. Grasp control wheel and manually override servo, both
directions.
(3) Disengage autopilot by depressing trim switch. Check aileron operation is free and autopilot
is disconnected from controls.
(b) Pitch Section

(1) Engage "Roll" rocker switch.
(2) Center pitch command disc and engage "Pitch" rocker switch.
(3) Rotate pitch command disc up and then down and check control yoke moves same
direction. Check to see that servo can be overridden by hand at control wheel.
NOTE
Autopilot might not be able to raise elevators, on ground, without

assistance from pilot.
( 4) Hold control yoke and disengage autopilot by pressing Master Autopilot Disconnect/ Trim
Interrupt · Switch button. Check Roll and Pitch controls to assure autopilot has
disconnected.
General
.This aircraft is equipped with a Command Trim System designed to withstand any type of
single malfl.lllction, either mechanical or electrical, without uncontrolle d operation resulting. The
preflight check procedure is designed to uncover hidden failures that might otherwise go
undetected. Proper operation of the electric elevator trim system is predicated on conducting the
following preflight check before each flight. If the trim system fails any portion of the procedure,
pull the trim circuit breaker out until trim system is repaired. Substitution of any trim system
component for another model is not authorized. For emergency interrupt information , refer to
Section 3 of this Supplement .
Command Electric Trim Switch

The Command Electric Trim Switch on the left hand portion of the pilot's control wheel
has two functions:
(1) When the top bar (AP OFF) is pressed, it disconnects the Autopilot.
(2) When the top bar is pressed AND the rocker is moved forward, nose down trim will
occur, when moved aft, nose up trim will occur.

9-15
SECTI ON9 PIPER AIRCRAFT CORPORATION
SUPPLEMENTS PA-32 RT-30 0T, TURB O LANCE II
(c) Pre-Flight: Command Trim - Before Each Flight

(I) Check trim circuit breaker - IN.
(2) Trim Master Switch - ON.
(3) AP OFF - Check normal trim operation - UP. Grasp trim
wheel and check override
capability. Check nose down operation. Recheck override.
(4) Activate center bar only - Push rocker fore and aft - .
only. Trim should not operat e with
either separate action.
(d) Autotrim - Before Each Flight

(1) AP ON - (Roll and Pitch Sections) Check autom atic operat
ion by activating autopi lot pitch
command UP then ON. Observe trim operation follows pitch command
direction.
NOTE
In autopilot mode, there will be approximately a 3 second delay
between operation of pitch comm and and operation of trim .
(2) Press center bar (AP OFF) - release - check autopi lot diseng
agement.
(3) Rotate trim wheel to check manual trim operat ion.
Reset to takeof f positio n prior to
takeof f.
AUTOPILOT IN-FLIGHT PROCEDURE
(a) Trim airplane (Ball Centered).
(b) Check air pressure or vacuum to ascertain that the directional gyro
and attitud e gyro are receiving.
sufficient air.
(c) Roll Sectio n

(1) To engage . Center ROI,.L knob, push ROLL rocker to
"ON" positio n. To tum, rotate
consol e ROLL knob in-desired direction.
(2) For heading mode, set directional gyro with magnetic compass.
Push directi onal gyro HOG
knob in, rotate to select desired heading.-Push console heading
rocker (HDG ) to "ON"
positio n. (Maximum angle to bank will be 20° with heading lock engage
d.)
(d) Pitch Section (Roll section must be engaged prior to piich section
engagement).
(1) Center pitch trim indica tor with the pitch command disc.
(2) Engage pitch rocker switch. To change attitud e, rotate pitch
comm and disc in the desired
directi on.
(e) Altitud e Hold
Upon reaching desired or cruising altitud e, engage altitud e hold mode
rocker switch. As long
as Altitud e Hold mode rocker is engaged, aircraf t will mainta in selecte
d altitud e. For maxim um
passenger comfo rt, rate of climb or descent s_h ould be reduce d to
approx imatel y 500 FPM prior
to altitud e hold engagement. For accurate Altitud e Holdin g below
90 KIAS lower flaps one or
two notche s.
NOTE
Prior to disengaging Altitud e Hold mode, rotate Pitch Comm and

to center .
REPORT: VB-900 ISSUED: MAY -1, 1978

9-16
PA-32RT-300T, TURBO LANCED SUPPLEMENTS
(0 Radio Coupling VOR-ILS with H.S.I. type instrument display. (Optional)

(I) VOR Navigation ·
a. Tune and identify VOR Station. Select desired course by rotating CRS knob of H.S.I.
b. Select OMNI mode on Radio Coupler.
c. Select HOG mode on autopilot console to engage coupler. Aircraft will tum to a 45 °
intercept angle to intercept the selected VOR course. Intercept angle magnitude
depends on radio needle off - course magnitude, 100% needle deflection will result in
45 ° intercept angle, diminishing as the needle off-set diminishes.
d. NAV mode - NAV mode provides reduced VOR sensitivity for tracking weak, or noisy,
VOR signals. NAV mode should be selected after the aircraft is established on course.
(2) ILS-LOC Front Course

a. Set inbound, front, localizer course on H.S.I.
b. Select LOC-Normal on Radio Coupler to intercept and track inbound on the localizer.
Select LOC-REV to intercept and track the localizer course outbound to procedure
tum area.
c. Engage HDG mode on autopilot console to engage coupler.
(3) ILS - Back Course

a. Set inboun~ front, localizer course on H.S.I.
b. Select LOC-REV, on radio coupler to intercept and track inbound on the back
localizer course. Select LOC-NORM to intercept and track outbound on the back
course to the procedure tum area.
c. Engage HDG mode on autopilot console to engage coupler.
(g) Radio Coupling -VOR/ILS with standard directional gyro. (Optional)

Radio Coupler operation "in conjW1ction with a standard directional gyro and VOR/LOC
display differs from operation with an integrated display (H.S.I.) only in one respect. The HDG
bug is used as the radio course datum and therefore must be set to match the desired VOR/ILS
course as selected on the O.B.S.
(I) For VOR Intercepts and Tracking:
Select the desired VOR Course and set the HDG bug to the same heading. Select
OMNI mode on the coupler and engage HOG mode on the autopilot console.
(2) For ILS Front Course Intercepts and Tracking:
Tune the localizer frequency and place the HDG bug on the inbound, front course
heading. Select LOC-NORM mode on the coupler and engage HDG mode on the
autopilot console.
(3) For LOC Back Course Intercepts and Tracking:
Tune the localizer frequency and place the HDG bug on the inbound course
heading to the airport. Select LOC-REV mode on the coupler and engage HOG mode
on the autopilot console. ·

9-17
SECTION9 PIPE R AIRC RAF I' coRF ORA TION
SUPPLEMENTS PA-32RT-300T, TUR BO LANCE II
(h) Coupled Approach Operations

(1) VOR or LOC
a. After arrival at the VOR Stati on track outb
ound to the proce dure tum area as
described in Section 4 (0 or (g) as ;ppro priat e. Slow
to 90-95 KIAS, while inbo und to
F.A.F. and lower one or two notch es of flaps (10°
b. Use HDG mode and Pitch or Altit ude Hold or 25°).
modes as appro priat e during proce dure
tum.
c. At the F.A.F. inbou nd, retur n to pitch mode for contr .
ol of desce nt and lowe r landing
gear.
d. At the M.D.A. Select Altitude Hold mode and add
powe r for level flight. Mon itor
altimeter to assure accurate altitu de contr ol is being
provided by the autop ilot.
e. Go Around. For missed appro ach select desired
pitch
disc and disengage altitu de hold mode . This will initia attitu de with pitch comm and
te the pitch up attitu de change.
Immediately add takeo ff powe r and moni tor Altim
eter and rate of climb for positive
climb indication. Afte r climb is established, retra
ct flaps and gear. Adju st attitu de as
necessary for desired airspeed and select HDG mode
for tum from the VOR final
approach course.
(2) IlS - Fron t Course Appr oach With Glide Slope Capt
ure. (Opt ional )
a. Track inbo und to L.O.M. as described in Secti
on 4 (0 or (g) above and in Altit ude
Hold mode .
b. Inbo und to L.O.M. slow to 90-1 00 KIAS and
lowe r flaps one or two notch es ( 10 ° or
25°).
c. Auto matic Glide Slope captu re will occur at
Glide Slope inter cept if the following
cond ition s are met:
1. Coupler in LOC-Normal mode.
2. Altit ude Hold mode engaged (Altitude Rock er
on Console).
3. Unde r Glide Slope for more than 20 seconds.
4. Localizer radio frequency selected on NAV Rece
iver.
d. At Glide Slope Inter cept imme diate ly lowe r landi
ng gear and reduce powe r to main tain
appro xima tely 90-9S KlAS on final appro ach and
lowe r landi ng gear. Glide Slop e
captu re is indic ated by lighting of the green Glide
Slope engage Annu nciat or Lam p and
by a slight pitch dow n of the aircraft. -
e. Mon itor localizer and Glide Slope raw data
throu ghou t appro ach. Adju st powe r as
necessary to main tain corre ct final appro ach airsp
eed. All powe r changes shou ld be of
small magn itude and smoo thly applied for best
tracking perfo rman ce. Do not change
aircr aft configuration during appro ach while autop
ilot is engaged.
f. Cond uct missed appro ach maneuver as described in
(h) ( 1) e. above.
NOTE
Glide Slope Coup ler will not automatically deco
uple from Glide
Slope. Decoupling may be accomplished by any
of the following
means:
1. Disengage Altit ude Mode.
2. Switch Radi o Coupler to HOG Mode.
3. Disengage Auto pilot .
No changes to the basic perfo rman ce provided
by Secti on 5 of the Pilot 's Oper ating Hand book
neces sary for this supp leme nt. are
REPORT: VB-900
ISSU ED: MAY 1, 1978
9-18
PIPER AIRCRAFT CORPORA11ON SECTION 9
PA-32RT-300T, TURBO LANCE Il SUPPLEMENTS
SUPPLEMENTS
PIPER ELECTRIC PITCH TRIM
SECTION 1 - GENERAL .
. This supplement supplies information necessary for the operation of the airplane when the optional
Piper Electric Pitch Trim is installed. The information contained within this supplement is to be used "as
described" in conjunction with the complete handbook.
This supplement has been "FAA Approved" as a permanent part of this handbook and must remain in
this handbook at all times when the optional Piper Electric Pitch Trim is installed.
SECTION 2-LIMITATIONS
No changes of the basic limitations provided by Section 2 of this Pilot's Operating Handbook are
necessary for this supplement .
(a) In case of malfunction , PRESS disconnect switch located above the ignition switch.
(b) In case of malfunction , overpower the electric trim at either control wheel.
(c) Maximum altitude change with a 4 second delay in recovery initiation is 800 feet and occurs in
the descent configuratio n. Maximum altitude change in the approach configurati on with a 4
second recovery delay is 100 feet. '
The electric trim system may be turned ON or OFF by a switch located above the ignition switch. The
pitch trim may be chan·ged when the electric trim system is turned on either by moving the manual pitch
trim control wheel or by operating the trim control switch on the pilot's control yoke. To prevent excessive
speed increase in the event of an electric trim run-away malfunction , the system incorporate s an automatic
disconnect feature which renders the system inoperative above approximat ely 169 KIAS. The disconnecte d
condition does not affect the manual trim system.
SECTION 5 - PERFORMANCE
No changes to the basic performanc e provided by Section 5 of this Pilot's Operating Handbook are
necessary for this supplement .

9-19
TillS PAGE INTENTIONALLY LEFf BLANK
REPORT: VB-900 ISSUED:MAY 1, 1978

9-20
PIPER AIRCR AFT CORPORATION
SECTION 9
PA-32RT-300T, TURBO LANCE Il SUPPLEMENTS
SUPPLEMENT 6
OXYGEN INSTALLATION - SCOTT AVIATION PRODUCTS

EXECUTIVE MARK ID PART NUMBER 802180-00 OR 802180--01
SECTION 1 - GENERAL
This supplem ent supplies informa tion necessary for the operati on of the airplane
when the optiona l
oxygen system is installed. The informa tion contain ed within this supplem
ent is to be used in conjunc tion
with the comple te handbo ok.
This supplem ent has been "FAA Approv ed" as a perman ent part of this handbo
ok and must remain in
this handbo ok at all times when the optiona l oxygen system is installed.
(a) No smokin g allowed.

(b) The aircraft is restrict ed to six occupa nts with two (2) oxygen units installe
d.
(c) The aircraft is restrict ed to four occupa nts with one (1) oxygen unit installe
d.
(d) Oxygen duratio n:
DURATION IN HOURS AT ALTITUDE

Persons Using
Each Unit 5,000 10,000 15,000 20,000
-
1 10.6 6.3 4.7 3.8
2 5.3 3.2 2.4 1.9
3 3.5 2.1 1.6 1.3
4 2.7 1.6 1.2 .95
NOTE
For six occupa nts maxim wn duratio n will be obtaine d with three
(3) persons utilizin g each unit See above chart for nwnbe r of
persons vs duratio n (per unit).
ISSUED: MAY 1, 1978

REPORT: VB-900
9-21
SECTION9 PIPER AIRCRAFI CORPORATIO N
·sUPPLEMENTS PA-32RT-300T, TURBO LANCE II
(a) Time of useful consciousness at 20,000 feet is approximately 3 minutes.

(b) If oxygen flow is interrupted as evidenced by the flow indicators or hypoxic indications;
(I) Install another mask unit.
(2) Install mask connection in an unused outlet if available.
(3) If flow is not restored, immediately descend to below 12,500 feet.
PREFLIGHT
(a) Check oxygen quantity.

(b) Installation (Forward facing seating arrangement only)
( 1) Remove middle center seat and secure oxygen units to seat by use of belts provided.
(2) Reinstall seat and secure seat by adjusting the middle seat belt tightly around seat aft of the
oxygen units.
(c) Installation (Qub seating arrangement only)
( 1) Install mounting base between center seats utilizing slotted receptacles for front attachment
points and bolts for aft attachment points.
(2) Slide oxygen bottles into position on top of mounting base ensuring that all mounting lugs
engage in the slotted receptacle and that the locking pin is in the raised position.
( d) Tum on oxygen system and check flow indicators on all masks~ Masks for the two aft seats are
stowed in the seat pockets of the middle seats. All other masks are stowed in the oxygen system
containers.
IN-FLIGHT
(a) Adjust oxygen mask.

(b) Tum on system.
(c) Monitor flow indicators and quantity.
CAUTION
Use of oxygen unit is prohibited when gauge approaches red area.
SECTION 5-PERFORMANCE
No changes to the basic perfonnance provided by Section S of this Pilot's Operating Handbook are

9-22
PIPER AIRCRA FT CORPORATION SECTIO'.'i 9
PA-32RT -300T, TURBO LANCE II Sl"PPLE ~IE~TS
SUPPLEM ENT 7
KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM

(WITH FLIGHT DIRECTOR INSTALLATION)
SECTION 1 - GENERAL
This manual is to acquaint the pilot with the operation of the KFC 200 Automatic Flight Control
System with optional Flight Director as installed in the PA-32RT-300T, Turbo Lance II. The aircraft
must
be operated within the limitations herein specified.
This suppleme nt has been "FAA Approved" as a pennanen t part of this handbook based on King STC
SA1430C E, and must remain in this handbook at all times when the optional King KFC 200 Automatic
Flight Control System is installed.
The KFC 200 is certified in this airplane with two-axis control, pitch and roll. The system may be
operated as a flight director alone with the pilot steering the airplane to the flight director command
presentat ion or the autopilot can be engaged to steer the airplane to the flight director command
presentati on.
The airplane is equipped with an electric pitch trim system which is also used to accomplish automatic
·
trimming to unload the autopilot elevator servo so that autopilot disengagement does not result in transient
airplane motion. An autotrim/e lectric pitch trim monitor is provided in the autopilot. Autotrim and/or
electric pitch trim faults are visually annunciated on the Mode Annuncia tor and accompanied by an audible
warning.
ABBREVIATIO NS
ALT Altitude or Altitude Hold_

AP or A/P Autopilot
APPR Approach
ARM System Arm for Capture
BC Back Course
COi Course Deviation Indicator or Control
CPLD Coupled
cws Control Wheel Steering
DISC Disconne ct
FCS Flight Control System
FD Flight Director System
FOi Flight Director Indicator
GA Go Around
GS Glideslope
HOG Heading Select
NAY Navigation
PAH Pitch Attitude Hold
PNI Pictorial Navigation Indicator
ISSUED: SEPTEMBER 8, 1978 REPORT: VB-900

9-23
SECTION 2-LIMITATIONS
(a) During autopilot operation, pilot must be seated at the

controls with seat belt fastened.
Operation is restricted to left side pilot position.
(b) Maximum speed for autopilot operation is 181 kts indicated
airspeed (KIAS). Minimum speed for
autopilot operation is 85 kts indicated ai~ee d (KIAS).
(c) During autopilot operation, the wing flaps must not be extend
ed beyond 25 ° (2 notches).
(d) The autopilot must be disengaged during takeoff and landin
g.
(e) System approved for Category I operation only (APPR select
ed).
(0 Autopilot attitude command limits: ·
Pitch +15°
Roll +25°
Yaw NA
(g) The maximum fuel inbalance must not exceed 12 gallon
s (approximately one half hour flight
time) during autopilot operation. If the autopilot is disengaged with a large
transient contro l force will occur. fuel inbalance, a roll
(h) Placards:
Location - Pilot's control wheel, left horn:
AP TRIM
DISC INTERRUPT
- Pilot's control wheel, left horn:
cws
TRIMDNM,>
- Throttle lever:
GA
REPORT: VB-900 .· ISSUED: SEPT EMBE R 8, 1978

9-24 REVISED: DECE MBER 18, 1978
(a) AUTOPILOT DISENGAGEMENT

Disengage AP and/or prevent engagement by:
( 1) Pilot's A/P DISC switch.
(2) AP engage lever on Mode Controller.
(3) Pulling the AUTOPILOT circuit breaker.
(4) Turning BAT-MASTER switch OFF.
(5) Turning FCS MASTER switch OFF.
(6) Depres.5ing GA switch on engine throttle.
(b) AUTOMATIC AUTOPILOT DISENGAGEMENT

Any of the following conditions will cause AP to automatically disengage:
(I) External power failure.
(2) Actuating manual electric pitch trim.
(3) Internal Flight Control System failure.
(4) With KCS SSA system a loss of compass valid (displaying HOG flag) disengages the AP and
FD when a mode using Heading information is engaged. With compass flag present only FD
and vertical modes can be selected.
(c) MANUAL ELECTRIC PITCH TRIM DISENGAGEMENT

The manual electric pitch trim can be disengaged by pressing AP DISC{TRIM INTERRUPT
switch and holding it down until recovery can be made, then tum off FCS MASTER switch and
manually retrirn the airplane using the manual trim control wheel. After the airplane is trimmed
out, pull the (PITCH TRIM) breaker and tum the FCS MASTER switch back on.
NOTE
IF (PITCH TRIM) CIRCUIT BREAKER IS PULLED, AP CAN BE

ENGAGED/RE-ENGAGED BUT AIRPLANE ELECTRIC TRIM
SYSTEM WILL BE DISABLED (TRIM LIGHT ANNUNCIATOR
FLASHES) AND AIRPLANE MUST BE TRIMMED MANUALLY
TO MAINTAJN PITCH CONTROL AUTHORITY.
(d) MAXIMUM ALmUDE LOSSES DUE TO AUTOPILOT MALFUNCTIONS

Configuration Altitude Loss
( 1) Cruise, Climb, Descent 300 feet
(2) Maneuvering 100 feet
(3) APPR 100 feet
CAUTION
OVERPOWERING THE AUTOPILOT IN THE PITCH AXIS FOR

PERIODS OF 3 SECONDS OR MORE WILL RESULT IN THE
AUTOTRIM SYSTEM OPERATING IN THE DIRECTION TO
OPPOSE THE PILOT AND WILL, THEREFORE, CAUSE AN
INCREASE IN THE PITCH OVERPOWER FORCES AND IF
AUTOPILOT DISENGAGES WOULD RESULT IN A PITCH 1
TRANSIENT CONTROL FORCE.
JSSUED: SEPTEMBER 8, 1978 REPORT: VB-900

9-25
SECT ION 9 PIPER AIRC RAF T COR POR ATIO N
SUPP LEM ENT S PA-32RT-300T, TURBO LANCE II
(a) The BAT MASTER switch funct ion is unchanged

and can be used in an emergency to shut off all
electrical powe r while the problem is isolated.
(b) The FCS MASTER switch supplies powe r to the
AUTOPILOT and PITCH TRIM system.
(c) The KFC 200 is controlled by the following circu
it breakers:
AUTOPILOT -Thi s supplies powe r to the FCS KC
295 Com puter , KC 290 Mode Cont roller , KA
285 Annu nciat or panel, AP Pitch and Roll servos .and
KI 256.
COMPASS SYST EM-T his supplies powe r to the KCS
SSA Compass System.
PITCH TRIM - This supplies powe r to the FCS autot
rim and manual electric pitch trim systems.
(d) PILOT'S CONTROL WHEEL SWITCH FUNCTIO
NS
AP DISC/TRIM INTE RRU PT - This emergency
disco nnec t switch will disengage the AP,
inter rupt the powe r to the electric trim system
and disco nnec t all FD Modes. To resume AP
contr ol, a FD Mode and the AP lever on the Mode
Cont roller must be re-engaged. In the even t of
electric trim or autot rim failure, the switch can be
held depressed, which removes all powe r from
the trim system to allow the pilot time to tum off
the FCS MASTER switch and pull the (PITCH
TRIM) circu it breaker.
·
CWS - This switc h when depressed and held will
allow the pilot to manually fly the airplane
witho ut disengaging the AP. When the switch is releas
ed, the AP will resume contr ol (with in the
pitch and roll attitu de limits). The CWS switch will
resync the FD in PAH, or ALT hold mode
and will trans fer the. GA mode to PAH. When the
CWS is held depressed Manual Elect ric Trim
may be opera ted witho ut disengaging the AP.
TRIM UP/D N - Manual Elect ric pitch trim is activ

ated by a dual actio n type switc h that requires
both halves be moved simu ltane ously for actua ting
up or down trim comm ands. Oper ation of the
manual electric pitch trim switc h will disengag~
the AP lever switch on the Mode Cont rolle r
(exce pt when CWS switch is held depressed as previ
ously noted ) ..
GA - The GA switch is locat ed on the throt tle
and the opera tion of the switc h will indic ate a
fixed angle of climb of 6 on the FOi. Selection
of the GA Mode when in the APPR or NAV
CPLD Mode will disengage the mode and revert to
the FD Mode (wings level) for latera l steering.
The AP, if engaged, will disengage. However, the
AP may be engaged/re-engaged with the GA
Mode selected and will follow the FDI pitch comm
and to climb at the fixed angle.
(e) FCS WARNING FLAGS AND ANNUNCIATORS
DESIGNATION AND OPER ATIO N
FD - The KI 256 Fligh t Direc tor Indic ator comm and
bars will be biased out of view whenever the
syste m is invalid or a FD mode is not engaged.
HDG - This warning flag moun ted in the Pictorial

Navigation Indic ator will be in view whenever
the Direc tiona l Gyro infon natio n is invalid. If a
HOG invalid occu rs with eithe r NAV, APPR or
HDG mode s selected the AP and/o r FD is disen
gaged. Basic FD mode may then be re-engaged
along with any vertical mode and the AP re-engaged
.
REPORT: VB-900 ISSUED: SEPTEMBER 8, 1978

\ 9-26
PIPER AIRCRAFT CORPORA TION SECTION 9
PA-32RT-J 00T, TURBO LANCE II SUPPLEMENTS
TRIM - The TRIM warning light, .located in the lower right comer of the annunciator panel, will
flash and be accompanied by an audible warning whenever autotrim and/or manual electric pitch
trim failures occur. The trim servo motor running without a command is monitored on autotrim •
and manual trim. The trim servo motor not running when commanded to run and the trim servo
motor running in the wrong direction are monitored on Autotrim only. The TRIM warning light
flashes four times and the audible warning sounds when the test switch on the Mode Controller is
depressed.
GS - The Glideslope valid (GS pointer being in view on PNI) has to be present before GS may
couple. If, after GS CPLD, the valid is lost, the system will flash the GS Annunciator and transfer
from GS CPLD to PAH with the FDI pitch steering bar providing pitch attitude steering
information. If the GS valid returns the system will revert back to GS CPLD.
NA V - The NA V or APPR Modes (ARM or CPLD) may be selected and will function with or
without a NAY warning flag present. The FDI bank steering will continue to provide steering
information with or without a valid NA V signal.
(0 BEFORE ENGAGING FLIGHr CONTROL SYSTEM

( 1) Check that all circuit breakers for the system are in.
(2) Allow sufficient tim_e for gyros to come up to speed and system wann-up. (3-4 minutes)
(g) PREFLIGHT CHECK (Perfonn prior to each flight) .

(I) With no modes engaged and power applied to all systems, depress the Test Button on the
Mode Controller. All annunciators will be illuminated on the anmmciator panel, including
the three marker lights, if the airplane uses the KA 285 as a remote marker annunciator.
Also, the red TRIM failure light will flash. At least four or more flashes mu~t be observed to
indicate proper operation of the autotrim/manual electric pitch trim feature and audible
warning.should sound.
(2) With the AP disengaged, run the following manual electric pitch trim checks.
. a. Verify that the PITCH TRIM circuit breaker is in.
b. Actuate the left-side switch to the fore and aft positions. The trim solenoid should
engage, but the trim should not run.
Actuate the right-side switch to the fore and aft positions. The trim solenoid should
not engage and the trim should not run.
c. Grasping the manual trim wheel, run the trim both up and down and check the
overpower capability. (Check that the trim indicator moves with the wheel.)
d. Pre~ the AP DISC/TRIM INTERRUPT switch down arid hold. The manual electric
pitch trim will not operate either up or down.
(3) Engage the FD. Then engage the AP, depress the CWS switch, center the flight controls and
then release the CWS switch. Apply force to the controls to determine if the AP can be
overpowered.
(4) Check the operation of the pilot's control wheel switch functions.
(5) Engage the FD and AP and put in a pitch (UP) command using the vertical trim switch on
the Mode Controller. Hold the control column to keep it from moving and observe the
autotrim run in the nose-up direction after approximately three seconds delay. Use the
vertical trim switch and put in a pitch (DN) command. Hold the control column and observe
that the autotrim runs in the nose-down direction after approximately three seconds.
ISSUED: SEPTEMBER 8, 1978

REPORT: VB-900
9-27
(6) Engage the HDG mode and the AP. Set the HOG bug to command a right tum. The control
wheel will -rotate clockwise. Set the HDG bug to command a left tum. The control wheel
will rotate counterclockwise.
CAUTION
DISENGAGE THE AP AND CHECK THAT THE AIRPLANE

MANUAL PITCH TRIM IS IN THE TAKEOFF POSITION
PRIOR TO TAKEOFF.
NOTE
IF THE AUfOPIWT CIRCUIT BREAKER IS TRIPPED, THE

RED ''TRIM" FAILURE LIGHT ON THE ANNUNCIATOR
PANEL WILL BE DISABLED AND THE AUDIBLE WARNING
WILL CONTINUOUSLY SOUND INDICATING THAT THE
FAILURE LIGHT IS DISABLED. IN THIS EVENT THE "PITCH
TRIM" CIRCUIT BREAKER SHOULD . BE PULLED AND
INFLIGHr TRIM ACCOMPLISHED BY USING THE MANUAL
PITCH TRIM WHEEL.
(h) IN-FLIGHT OPERATION

( 1) Engage Procedure:
After takeoff, clean up airplane and establish climb. Engage the FD mode first, monitor
flight controls and engage AP. The pitch attitude will lock on any attitude up to 15° pitch
attitude.
Engaging and holding the CWS switch allows the pilot to momentarily revert to manual
control while retaining his previous mod,es, except GA, and conveniently resuming that
profile at his discretion.
(2) Disengage Procedure: _

Check the airplane trim by monitoring the command bars before disengaging the AP. While
monitoring the flight controls, disengage the system by one of the following methods:
depressing the pilot's AP DISC; by operation of the manual electric pitch trim switch ; or by
the operation of the engage lever on the Mode Controller. The AP light on the annunciator
panel will flash at least four times and remain off to indicate that the AP is disengaged. To
deactivate the flight director system, depress the FD switch on the Mode Controller or press
the AP DISC(fRIM INTERRUYI' switch on the pilot's control wheel.
(3) Flight Director Mode (FD):

The FD mode must be engaged before the AP can be engaged. The FD alone indicates PAH
and wing, level. The pilot may choose to fly the FOi commands manually, without the AP
engaged, by depressing the FD mode switch on the Mode Controller and selecting any of the
other modes he wishes to follow. When the AP is engaged, the airplane will automatically
follow the FDI commands. The FD may be disengaged by depressing the FD mode switch
on the Mode Controller at any time the AP is not engaged or by pressing the AP
DISC(fRIM INTERRUPf switch on the pilot's control wheel with or-•without the AP
engaged. FD mode engagement is displayed on the anmmciator.

PIPER AIRCR AFT CORPO RATIO N SECTI O~ 9
PA-32R T-300T , TURBO LANCE II SUPPL EMEN TS
NOTE
THE "VERTICAL TRIM" SWITCH, LOCATED ON THE MODE
CONTROLLER, MAY BE USED TO TRIM THE COMMAND
PITCH ATTITUDE AT A RATE OF ONE DEGREE PER
SECOND (THE PITCH ATTITUDE DEGREES LEGEND ON
THE AIRPLANE ATTITUDE INDICATOR WILL NOT SERVE
TO INDICATE ACCURATE FDI PITCH STEERING BAR PITCH
ATTITUDES IN DEGREES).
( 4) Altitude Hold Mode (ALT):

When the ALT switch on the Mode Controller is pressed, the FDI will provide
commands
for maintaining the pressure altitude existing at the time the switch is
depressed. For
smooth operation, engage the ALT at no greater than 500 feet per minute climb
or descent.
The ALT will automatically disengage when glideslope couples or the
GA switch is
depressed. ALT hold may be turned off at any time by depressing the ALT
switch. ALT
engagement is displayed on the annunc iator panel.
NOTE
THE ''VERTICAL TRIM" SWITCH, LOCATED ON THE MODE
CONTROLLER, MAYB E USED TO CHANGE OR TRIM THE
COMMAND ALTITUDE UP OR DOWN AT 500 TO 700 FPM
WITHOUT DISENGAGING THE MODE. THE NEW PRESSURE
ALTITUDE THAT EXISTS WHEN THE SWITCH IS RELEASED
WILL THEN BE HELD.
(5) Heading Mode (HDG): ·

Set the heading bug to the desired heading on the PNI, depress the HDG switch
on the Mode
Contro ller and HDG will be displayed on the annunc iator panel. The airplan
e FDI and/or
AP will comma nd a tum to the heading selected and hold. The pilot may
then choose any
new heading by merely setting the bug on a new heading. The airplane FDI
and/or AP will
automatically comma nd a tum in the directio n of the new setting. To disenga
ge the HDG
Mode, depress the HDG switch on the Mode Contro ller and observe the HDG
light go out on
the annunciator. The HDG mode will automatically disengage when APPR
or NAV CPLD is
achieved.
(6) Navigation Mode (NAV):

The Navigation mode may be selected by tuning the NAV receiver to the desired
frequency ,
setting the CDI to the desired radial and depressing the NAV switch on the
Mode Contro ller.
The annunc iator will indicat e NAV ARM until interce pting the selected course,
unless the
NA V switch is engaged with wings level and a centere d needle on the CDI.
Then the mode
will ·go directly to NA V CPLD as displayed on the annunc iator panel.
The system can
interce pt at any angle up to 90 ° and will always turn toward the course
pointer . If a
conditi on requiring a capture exists at mode engagement, the pilot is require
d to set up an
interce pt angle using either HOG or FD mode. NA V may be disenga_ged
by depressing the
NA V switch or by engaging HDG when in NAV CPLD or by engaging APPR
when in NA V
CPLD/ARM.
ISSUE D: SEPTEMBER 8, 1978

REPORT: VB-900
9-29
SECTION 9 PIPE R AIR CRA FT COR POR ATI ON
SUP PLE MEN TS PA-3 2RT -300 T, TUR BO LAN CE 11
CAUTION
THE "NA V" MODE OF OPERATION WILL
CONTINUE TO
PRO VID E AIRPLANE COMMAND AND
/OR CONTROL
WITHOlIT A VALID VOR/LOC SIGNAL
(NAY FLAG IN
VIEW).
(7) Approach Mode (APPR):

The Approach mode may be selected by tunin
g the NAY receiver to the desired VOR or
LOC frequency, setting the CDI tQ the desired
radial or inbo und course and depressing the
APPR switch on the Mode Controller. The annu
nciator will indicate APPR ARM until the
course is intercepted unless the APPR switch is
engaged with the wings level and there i·s a
centered needle on the CDI. In that situa tion,
the mod e will go directly to APPR CPLD as
displayed on the annu ncia tor panel.
The system can inter cept at any angle up to

90 ° and will always tum towa rd the course
pointer. See approach procedure for more
detail. APPR mod e can be disengaged by
depressing the APPR switch on the Mode Cont
roller, by depressing the GA swit ch on the
engine thro ttle cont rol, or by engaging HDG or
NAV whe n in APPR CPLD. The annu ncia tor
panel indicates the statu s of the approach mod e.
CAUTION
THE "APPR" MODE OF OPERATION WIL
L CONTINUE TO
PRO VID E AIRPLANE COMMAND AND
/OR CON TRO L
WITHOUT A VALID VOR/LOC SIGNAL
VIEW). (NA V FLA G IN
.
(8) Back Course Mode (BC):

For BC oper ation , proc eed as for noun al appr
oach mod e, but engage BC after selecting
APPR. The BC switch reverses the signals in the
com pute r and cann ot be engaged with out a
LOC frequency selected. BC statu s is indic ated
on the annu ncia tor pane l. BC mod e can be
disengaged by depressing eithe r the BC,. APP R
or GA switches, or by selecting othe r than a
LOC frequ ency on the NAV receiver.
(9) Vertical Mode Switch (TRIM ON/UP):

Ope ratio n of the vertical trim swit ch on the Mod
e Con troll er provides a conv enie nt mean s
of adju sting the Alt hold or PAH angle func tion
with out disengaging the mod e.
(10) Go Arou nd Mod e (GA):
The GA mod e may be engaged at any time
by depressing the GA swit ch on the engine
thro ttle. GA will illum inate on the annu ncia tor
pane l indicating mod e statu s. The GA mod e
provides a fixed pitch up angle indic ation on
the FDI that will com man d the best rate of
clim bout . The AP, if engaged, will disengage.
GA will cancel all othe r verti cal mod es as well
as APPR or NAV CPL D.
REP ORT : VB-900

9-30 ISSUED: SEP TEM BER 8, 1978
REVISED: DEC EMB ER 18, 1978
PA-32RT-J00T, TURBO LANCE II SUPPLEMENTS
(i) VOR PROCEDURES

( 1) Tune NAV receiver to appropriate frequency.
(2) Set a desired heading with the HOG bug to intercept the radial and engage HOG and AP
(maximum recommended intercept angle - 90 ° ).
(3) Select the desired radial and engage NAV. The FCS will remain on HOG as indicated on the
annunciator panel and in ARM on. the NAY mode. When the airplane intercepts the beam,
the system will automatically couple and track in NAV mode and indicate CPLD on the
annunciator panel.
(4) A new course may be selected over the VOR station when operating in the NAV mode, by
selecting a new radial when the To-From indication changes.
(5) For VOR approach, see approach procedure.
G) APPROACH PROCEDURES
( 1) Tune ILS or VOR.
(2) Set CDI to front course.
(3) Set Heading Bug and engage HOG to intercept selected CDI course at any angle (maximum
recommended intercept angle - 90°).
(4) Engage APPR and note APPR ARM on the annunciator panel.
(5) When airplane approaches the selected CDI course, APPR will couple, HDG will decouple,
the FOi and/or AP will give commands to track LOC or VOR, and CPLD will illuminate on
the annunciator panel.
(6) When the glideslope beam is intercepted, the glideslope will couple automatically and
indicate GS on the annunciator panel. If ALT was engaged prior to intercepting the
glideslope, it will automatically disengage when GS couples. FOi and/or AP will now
provide commands to track LOC and GS. Adjust throttle to control speed on descent. Set
HOG bug for missed approach but do not engage HDG.
(7) Landing or missed approach.
a. Disengage AP and land.
b. Go Around by depressing GA switch on engine throttle. The AP if engaged, will .
disengage. The FOi will indicate a climb. Manually fly the airplane and retrim as
required to establish the GA attitude on the FOi. The AP may then be re-engaged.
APPR may be engaged for a straight away missed approach or HOG may be engaged to
tum to the missed approach heading.
(k) BACK COURSE PROCEDURE

Same as front course except that BC is engaged after APPR is engaged and the airplane must be
set for descent manually by holding the vertical trim switch DN on the Mode Controller or by
establishing the desired PAH using the CWS interrupt switch.
Installation of the King KFC 200 Flight Control System does not affect the basic performance
information presented by Section 5 of this handbook.

TiilS PAGE INTENTIONALLY LEFI' BLANK

9-32
PIPER AIRCR AFT CORPO RATIO N
PA-32R T-300T, TURBO LANCE 11 SECTIO N 9
SUPPLE :\1El'iTS
SUPPLE MENT 8
KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM

(WITHOUT FLIGHT DIRECT OR INSTALLATION)
SECTION 1 - GENERAL
. This ma_nual is to acquain t the pilot with the operatio n of the KFC 200 Automa tic
Flight Control System
as installed m the PA-32R T-300T. Turbo Lance II. The aircraft must be operated
herein specified . within the limitatio ns
1ltis supplem ent has been "FAA Approve d" as a permane nt part of this handboo k based
on King STC
SA1430 CE, and must remain in this handboo k at all times when the optional
King KFC 200 Automa tic
Flight Control System is installed .
The KFC 200 Autopil ot is certified in this airplane with two-axis control, pitch and
roll.
The airplane is equippe d with an electric pitch trim system which is also used to accompl
ish automat ic
trimmin g to unload the autopilo t elevator servo so that autopilo t disengag einent does
not result in transien t
airplane motion. An autotrim /electric pitch trim monitor is provided in the autopilo
t. Auto trim and/ or
electric pitch trim faults are visually annunci ated on the Mode Annunc iator and accompa
nied by an audible
warning.
· ABBRE VIATIO NS
ALT Altitude or Altitude Hold ,

AP or A/P Autopil ot
APPR Approac h
ARM System Ann for Capture -
BC Back Course
CDI Course Deviatio n Indicato r or Control
CPLD Coupled
cws . Control Wheel Steering
DISC Disconn ect
FCS Flight Control System
FD Flight Director System
GS Glideslo pe ·
HOG Heading Select
NAY Navigati on
PAH Pitch Attitude Hold
PNI Pictorial Navigati on Indicato r
ISSUED : SEPTEM BER 8, 1978 REPOR T: VB-900

9-33
SECTION 9 PIPER AIRCR AFT CORPO RATIO N
SECTION 2 - LIMIT ATIO NS

(a) During autopilot operation, pilot must be seated at the controls with
seat belt fastened.
Operation is restricted to left side pilot position.
(b) Maximum speed for autopilot operation is 181 .kts indicated airspeed (KIAS)
. Minimum speed for
autopilot operation is 85 kts indicated airspeed (K.IAS).
(c) During autopilot operation, the wing flaps must not be extended beyond
25 ° (2 notches).
(d) The autopilot must be disengaged during takeoff and landing.
(e) System approved for Category I operation only (APPR selected).
(f) Autopilot attitude command limits:
Pitch ± 15°
Roll + 250
Yaw NA
(g) The maximum fuel inbalance must not exceed 12 gallons (approx
imately one half hour flight
time) during autopilot operation. If the autopil ot is disengaged with a large fuel
transient control force will occur. inbalance, a roll
(h) Placards:
Location - Pilot's control wheel, left horn :
AP TRIM
DISC INTERRUPT
cws
TRIMUP/~N
(a) AUTOPILOT DISENGAGEMENT

Disengage AP and/or prevent engagement by:
( 1) Pilot's A/P DISC switch.
(2) AP engage lever on Mode Controller.
(3) Pulling the AUTOPILOT circuit breaker.
(4) Turnin g BAT MASTER switch OFF.
(5) Turnin g FCS MASTER switch OFF.
(b) AUTOMATIC AUTOPILOT DISENGAGEMENT

Any of the following conditi ons will cause AP to automatically disengage:
( l} Extern al p_o wer failure.
(2) Actuat ing manual electric pitch trim ..
(3) Interna l Flight Contro l Systein failure.
( 4) With KCS SSA system a loss of compas s valid (displaying HOG flag) disenga
ges the AP when
a mode using heading infonnati on is engaged. With compas s flag present, only
vertical modes
can be selected.
REPO RT: VB-900

ISSUED: SEPTE MBER 8, 1978
9-34
REVISED: APRIL 21, 1981
PIPER AIRCRAFT CORPORATI ON SECTION 9
PA-32RT-300 T, TURBO LANCE II SUPPLEMEN TS
(c) MANUAL ELECTRIC PITCH TRThf DISENGAGEMENT

Manual electric pitch trim can be disengaged by pressing AP DISC(TRIM INTERRUPI' switch
and holding it down until recovery can be made, then turn off FCS MASTER switch and
manually retrim th: airplane using the manual trim control wheel. After the airplane is trimmed
out, pull the (PITCH TRIM) breaker and tum the FCS MASTER switch back on.
NOTE
IF (PITCH TRIM) CIRCUIT BREAKER IS PULLED, AP CAN BE

ENGAGED/R E-ENGAGED BlIT AIRPLANE ELECTRIC TRIM
SYSTEM WILL BE DISABLED (TRIM LIGHT ANNUNCIATOR
FLASHES) AND AIRPLANE MUST BE TRThfMED MANUALLY
TO MAINTAIN PITCH CONTROL AUTHORITY.
(d) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT MALFUNCTIONS

Configuration Altitude Loss
( 1) Cruise, Climb, Descent 300 feet
(2) Maneuvering 100 feet
(3) APPR 100 feet
CAlITION
OVERPOWERING THE AUTOPILOT IN THE PITCH AXIS FOR

PERIODS OF 3 SECONDS OR MORE WILL RESULT IN TIIE
AUTOTRIM SYSTEM OPERATING IN THE DIRECTION TO
OPPOSE THE PILOT AND WILL, THEREFORE , CAUSE AN
INCREASE IN THE PITCH OVERPOWER FORCES AND IF
AUTOPILOT DISENGAGES WOULD RESULT IN A PITCH
TRANSIENT CONTROL FORCE.
(a) The BAT MASTER switch function is unchanged and can be used in an emergency to shut off all
electrical power while the problem is isolated.
(b) The FCS MASTER switch supplies power to the AUTOPILOT and PITCH TRThf system.
(c) The KFC 200 is controlled by the following circuit breakers:
AUTOPILOT - This supplies power to the FCS KC 295 Computer, KC 292 Mode Controller, KA
285 Annunciator panel and AP Pitch and Roll Servos.
COMPASS SYSTEM -This supplies power to the KCS SSA Compass System.
PITCH TRIM - This supplies power to the FCS autotrirn and manual electric pitch trim systems.
ISSUED: SEPTEMBER 8, 1978

REPORT: VB-900
9-35
SUPPLEMENTS PA-32RT-300T, TURBO LANCE ll
(d) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC(rRIM INTERRUPT - This emergency disconnect switch will disengage the AP and
interrupt the power to the electric trim system. To resume AP control, the AP lever on the Mode
Controller must be re-engaged. In the event of electric trim or autotrim failure the switch can be
held depressed, which removes all power from the trim system to allow the pilot time to turn off
the FCS MASTER switch and pull the (PITCH TRIM) circuit breaker.
CWS - This switch when depressed and held will allow the pilot to manually fly the airplane
without disengaging the AP. When the switch is released the AP will resume control (within the
pitch and roll attitude limits). The CWS switch will resync PAH, or ALT hold mode. When the
CWS is held depressed Manual Electric Trim may be operated without disengaging the AP.
TRIM UP/DN - Manual electric pitch trim is..activated by a dual action type switch that requires
both halves be moved simultaneously for actuating up or down commands. Operation of the
manual electric pitch trim switch will disengage the AP lever switch on the Mode Controller
(except when CWS switch is held depressed as previously noted).
(e) FCS WARNING FLAGS AND ANNUNCIATORS DESIGNATION AND OPERATION
HDG - This warning flag mounted in the Pictorial Navigation Indicator will be in view whenever
the Directional Gyro information is invalid. If a HOG invalid occurs with either NAV, APPR, or
HOG modes selected the AP is disengaged. Basic AP mode may then be re-engaged along with any
vertical mode.
TRIM - The trim warning light, located in the lower right comer of the annunciator panel, will
flash and be accompanied by an audi"ble warning whenever autotrim and/or manual electric pitch
trim failures occur. The trim servo motor running without a command is monitored on autotrim
and manual trim. The trim servo motor not runrting when commanded to run and the trim servo
motor running in the wrong direction are monitored on Autotrim only. The TRIM warning light
flashes four times and the audible warning sounds when the test switch on the Mode Controller is
depressed.
GS - The Glideslope valid (GS pointer being in view on PNI) has to be present before GS may
couple. If, after GS CPLD, the valid is lost, the system will flash the GS Annunciator and transfer
from GS CPLD to PAH. If the GS valid returns, the system will revert back to GS CPLD. ·
NAV - The NAV or APPR Modes (ARM or CPLD) may be selected and will function with or
without a NAV warning flag present The AP will continue to provide steering with or without a
valid NAV signal.
(0 BEFORE ENGAGING FLIGHT CONTROL SYSTEM

( 1) Check that all circuit breakers for the system are in.
(2) Allow sufficient time for gyros to come up to speed and system warm-up (34 minutes).

\ 9-36
(g) PREFLIGHT CHECK (PREFORM PRIOR TO EACH FLIGHT)

(1) With no modes engaged and power applied to all systems, depress the Test Button on the
Mode Controller. All annunciators will be illuminated on the annunciator panel except FD
and GA. The three marker lights will also illuminate if the airplane uses the KA 285 as a
remote marker indicator. Also, the red TRIM failure light will flash. At least four or more
flashes must be obseived to indicate proper operation of the autotrim/manual electric pitch
trim feature and the audible warning should sound.
(2) With the AP disengaged, run the following manual electric pitch trim checks.
a. Verify that the PITCH TRIM circuit breaker is in.
b. Actuate the left-side switch to the fore and aft positions. The trim solenoid should
engage, but the trim should not run.
Actuate the right-side switch to the fore and aft positions. The trim solenoid should
not engage and the trim should not run.
c. Grasping the manual trim wheel, run the trim both up and down and check the
overpower capability. (Check that the trim indicator moves with the wheel.)
d. Press the AP DISC/TRIM INTERRUPT switch down and hold. The manual electric
pitch trim will not operate either up or down.
(3) Engage the AP, depress the CWS switch, center the flight controls and then release the CWS
switch. Apply force to the controls to determine if the AP can be overpowered.
( 4) Check the operation of the pilot's control wheel switch functions.
(5) Engage the AP and put in a pitch (UP) command using the vertical trim switch on the Mode
Controller. Hold the control column to keep it from moving and obseive the autotrim run in
the nose-up direction after approximately three seconds delay. Use the vertical trim switch
and put in a pitch (ON) command. Hold the control column and observe that the autotrirn
runs in the nose-down direction after approximately three seconds.
(6) Engage the AP and HDG. Set the HDG bug to command a right tum. The control wheel will
rotate clockwise. Set the HDG bug to command a left tum. The control wheel will rotate
clockwise.
'.
CAUTION
DISENGAGE THE AP AND CHECK THAT THE AIRPLANE

MANUAL PITCH TRIM IS IN THE TAKEOFF POSITION
PRIOR TO TAKEOFF.
NOTE
IF THE AUTOPILOT CIRCUIT BREAKER IS TRIPPED, THE

RED "TRIM" FAILURE LIGHT ON THE ANNUNCIATOR
PANEL WILL BE DISABLED AND THE AUDIBLE WARNING
WILL CONTINUOUSLY SOUND INDICATING THAT THE
FAIL URE LIGHT IS DISABLED. IN THIS EVENT THE "PITCH
TRIM" CIRCUIT BREAKER SHOULD BE PULLED AND
INFLIGHT TRIM ACCOMPLISHED BY USING THE MANUAL
PITCH TRIM WHEEL.

9-37
SECTION 9 PIPER AIRCRA FT CORPOR ATION
SUPPLEM ENTS PA-32RT-300T, TURBO LANCE II
(h) IN-FLIGHT OPERATION

(1) Engage Procedure: . .
After takeoff, clean up airplane and establish climb. Engage the AP. The pitch attitude will
lock on any attitude up to 15 •.
Engaging and holding the CWS switch allows the pilot to momentarily revert to manu~
control while retaining his previous modes .and to conveniently resume that profile at his
discretion.
(2) Disengage Procedure:
While monitoring the flight controls, disengage the system by one of the following methods:
depressing the pilot's A/P DISC/rRIM INTERRUPT switch; by operation of the manual
electric pitch trim switch; or by the operation of the engage lever on the Mode Controller.
The AP light on the annunciator panel will flash at least four times and remain off to
indicate that the AP is disengaged.
(3) APMode
The AP must be engaged before any other mode can be engaged. The AP alone indicates
PAH and win~ level. The AP will automatically follow any other modes engaged.
Disengaging the AP disengages all other modes.
NOTE
THE ''VERTICAL TRIM" SWITCH, LOCATED ON TIIE MODE
CONTROLLER,. MAY BE USED TO TRIM TIIE COMMAND
PITCH ATTITUDE AT A RATE OF ONE DEGREE PER
SECOND.
(4) Altitude Hold Mode (ALT): .

When the ALT switch on the Mode Controller is pressed, the airplane will maintain the
pressure altitude existing at the time the switch is depressed. For smooth operation, engage
ALT at no greater than_500 feet per minute climb or descent. The ALT will automatically
disengage when glideslope couples. ALT hold may be turned off at any time by depressing
the ALT switch. ALT engagement is display·ed on the annunciator panel.
NOTE
THE "VERTICAL TRIM" SWITCH, LOCATED ON TIIE MODE
CONTROLLER, MAY BE USED TO CHANGE OR TRIM TIIE
COMMAND ALTITUDE UP OR DOWN AT S00 TO 700 FPM
WITHOUT DISENGAGING THE MODE. THE NEW PRESSURE
ALTITUDE THAT EXISTS WHEN THE SWITCH IS RELEASED
WILL THEN BE HELD.
(S) Heading Mode (HOG):

Set the heading bug to the desired heading on the PNI, engage the AP~ depress the HOG
switch on the Mode Controller and HOG will be displayed on the annunciator panel. The AP
will command a tuin to the heading selected and hold. The pilot may then choose any new
heading by merely setting the bug on a new heading. The AP will automat i~y command a
turn in the direction of the new setting. To disengage the .HOG Mode, depress the HOG
switch on the Mode Controller and observe the HOG light go out on the annunciator. The
HOG mode will automatically disengage when APPR or NAV CPLD is acheived.
REPORT : VB-900 ISSUED: SEPTEM BER 8, 1978

9-38 .
\
PIPER AIRCRA FT CORPO RATION SECTIO N 9-
PA-32R T-300T, TURBO LANCE II SUPPLE MENTS
(6) Navigation Mode (NAV)

The Navigation mode may be selected by tuning the NAY receiver to the desired frequenc
y,
setting the CDI to the desired radial and, with the AP engaged, depressing the NA
V switch
on the Mode Controll er. The annuncia tor will indicate NAV ARM until intercep
ting the
selected course, unless the NAV switch is engaged with win~ level and a centered needle
on
the CDI. Then the mode will go directly to NAV CPLD as displaye d on the annunci
ator
panel. The system can intercep t at any angle up to 90° and will always tum toward
the
course pointer. If a conditio n requiring a capture exists at mode engagem ent, the
pilot is
required to set up an intercep t angle using either HDG or AP mode. NA V
may be
disengaged by depressing the NAV switch or by engaging HDG when in NAV CPLD
or by
engaging APPR when in NAV CPLD/ARM.
CAUTION
THE "NAV" MODE OF OPERAT ION WILL CONTIN UE TO

PROVID E AIRPLA NE CONTR OL WITHOUT A VALID
VOR/LO C SIGNAL (NAV FLAG IN VIEW).
(7) Approac h Mode (APPR)

The Approac h mode may be selected by tuning the NAV receiver to the desired
VO R or
LOC frequenc y, setting the CDI to the desired radial or inbound course and depressi
ng the
APPR switch on the Mode Controll er. The annuncia tor will indicate APPR ARM
until the
course is intercep ted unless the APPR switch is engaged with the win~ level and
there is a
centered needle on the CDI. In that situation , the mode will go directly to APPR
CPLD as
displaye d on the annuncia tor panel.
The system can intercep t at any angle up to 90° and will always turn toward the
course
pointer. See approach procedu re for more detail. APPR mode can be disengag
ed by
depressing the APPR switch on the ,Mode Controll er, or by engaging HDG or NAV
when in
APPR CPLD. The annuncia tor panel indicate d the status of the approac h mode.
CAUTION
THE "APPR" MODE OF OPERAT ION WILL CONTIN UE TO

PROVID E AIRPLA NE CONTR OL WITHOU T A VALID
VOR/LO C SIGNAL (NAV FLAG IN VIEW).
(8) Back Course Mode (BC):

For BC operatio n, proceed as for nonnal approach mode, but engage BC after
selecting
APPR. The BC switch reverses the signals in the compute r and cannot be engaged
without a
LOC frequenc y selected. BC status is indicate d on the annunci ator panel. BC mode
can be
disengaged by depressi ng either the BC or APPR switches , or by selecting other than
a LOC
frequenc y on the NAV receiver.
(9) Vertical Mode Switch (TRIM ON/UP) :

Operatio n of the vertical trim switch on the Mode Controll er provides a conveni
ent means
of adjusting the ALT Hold or P AH angle function without disengaging the mode.
• 1
ISSUED : SEPTEM BER 8, 1978

REPOR T: VB-900
9-39
SUPPLEMENTS
PA-32RT-30()T, TURBO LANCE II
(i) VOR PROCEDURES

( 1) Tune NAV receiver to approp riate frequency.
(2) Set a desired heading with the HOG bug to interce pt the radial
and engage AP and HDG
(maximum recommended interce pt angle 90° ).
(3) Select the desired radial and engage NAY. The FCS will remain
on HDG as indicat ed on the
annunciator panel and in ARM on the NAV mode. When the airplan
e interce pts the beam,
the system will automa tically couple and track in NAV mode and
indicate CPLD on the
annunc iator panel.
(4) A new course may be selected over the VOR station when
operati ng in the NAV mode, by
selecting a new radial when the To-Fro m indication changes.
(5) For VOR approach, see approa ch pr_ocedure.
G) APPROACH PROCEDURES
(1) Tune ILS or VOR.
(2) Set CDI to front course .
(3) Set Heading Bug and engage HOG to interce pt selected CDI
course at any angle (maxim um
recomm ended interce pt angle 90°).
( 4) Engage APPR and note APPR ARM on the annunc iator panel.
(5) When airplane approa ches the selected CDI course, APPR will
couple, HOG will decouple,
the AP will give comm ands to track LOC or VOR, and_ CPLD
will illumin ate on the
annunc iator panel.
(6) When glideslope beam is interce pted, the glideslope will couple
automa tically and indicat e
GS on the annunc iator panel. If ALT was engaged prior to interce pting
the glideslope, it will
automa tically . disengage when GS couples. The AP will now provid
e comma nds to track
LOC and GS. Adjust throttl e to contro l speed on descent. Set HOG
bug for missed approa ch
but do not engage HOG.
(7) For landing or•missed approa ch, disengage AP.
(le) BACK COUR SE PROC EDUR E

Same as front course except that BC is engaged after APPR is engage
d and -the airplane must be
set for descen t manua lly by holdin g the vertical trim switch DN
on the Mode Contro ller or by
establishing the desired PAH using the CWS interru pt switch.
Install ation of the King KFC 200 Flight Contro l System does
not affect the basic perfon nance
infonn ation presen ted by Sectio n 5 of this handbo ok.
REPORT: VB-900 ISSUE D: SEPTEMBER 8, 1978

9-40 REVISED: APRIL 21, 1981
TABLE OF CONTENTS
SECTION 10
OPERA TING TIPS
Paragraph
Page
No.
No.
10. 1 General ......... ......... ......... ......... ......... ......... ......... ......... . 10-1
10.3 Operating Tips ...... .. . . ......... ......... .... . ........ .... ... .. ....... ... ... .. . . 10-1
REPORT : VB-900
10-i
PA-32RT-300T, TURBO LANCE II OPERATING TIPS
SECTION 10
OPERATING TIPS
IO. I GENERAL
This section provides operating tips of particular value in the operation of the Turbo Lance 11.
10.3 OPERA TING TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on the control wheel is required
to lift the airplane off the ground. ·
(b) The best speed for takeoff is 75 to 85 KIAS under nonnal conditions. Trying to pull the airplane
off the ground at too low an airspeed decreases the controllability of the airplane in the event of
engine failure.
(c) Flaps may be lowered at airspeeds up to 109 KIAS. To reduce flap operating loads, it is desirable
to have the airplane at a slower speed before extending the flaps. The flap step will not support
weight if the flaps are in any extended position. The flaps must be placed in the "UP" position
before they will lock and support weight on the step.
(d) Before attempting to reset_any circuit breaker, allow a two to five minute cooling off period.
(e) Before starting the engine, check that all radio switches, light switches and the pitot heat switch
are in the off position so as not to create an overloaded condition when the starter is engaged.
(0 Strobe lights should not be operating when flying through overcast and clouds, since reflected
light can produce spacial disorientation. Do not operate strobe lights when taxiing in the vicinity
of other aircraft.
(g) The rudder pedals are suspended from a torque tube which extends across the fuselage. The pilot
should become familiar with the proper positioning of his feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the safety related information
made available in FAA publications such as regulations, advisory circulars, Aviation News, AIM
and safety aids.

· :SECTION . 10 PIPER AIRCRAFT CORPORA"TIO'N
, :J ~OfERATI
• -4 ~ J
NG· TIPS
.. -~l. ' '1: , .
PA-32RT-300T. Tt:RBO LANCE II
·\':~. . I
./-,.I
~ .... -
· (i) · The .shape of th.e wing fuel tanks is such that in certain maneuvers the fuel Ji)ay~move away from
the tank~outlet. If the outlet is uncovered, the fuel flow will be interrupted and a te~porary los.s
of power "may result. Pilots can prevent inadvertent uncovering of the outlet by. avoiding
~f .:7,'; t?
21 1.- \,. :('
7
: . man~uv~~ which could result in:uncovering the outlet. · .. _ .
•• l •
Extreme turning takeoffs should be avoided as fuel flow interuption may occur.
:::-.: ': r :,, ..
~i_ :. - ·_I-
: . Prolonged slip's' or skids which result in ,excess of 2000 ft. of altitude loss, or other radical or
\ : :1 - • t.,
· extreme maneuvers which could cause uncovering of the fuel outlet must be avoided as fuel flow .
interuption may occur_ when tank being used is not full.
iliORT: VB-900 ISSUED: MAY l, 1978

i~ REVISED: JULY 7. 198-t

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1978 Piper Turbo Lance II Pilot&#39;s Operating Handbook

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PILOT~s-

PIPER TURBO LANCE II

FAA APPROVED IN NORMAL CATEGORY BASED ON PA-32RT-300T

, AIRPLANE REGISTRATION NO. 11/'2/2~ 8 DATE OF APPROVAL: MAY 1, 1978

-)~\!!. ':·._, ,;;::~,

EXTREM E CARE MUST BE EXERCIS ED TO LIMIT THE USE OF THIS HANDBo o

and/ Revision _material. will consist of infor mati

b . Rev isi~ will be distributed whenever nec

II. Identification of Revised Material

Revised text and illustrations shall be indic ated

Black lines will indicate only curre nt revisions

ORIGINAL PAGES ISSUED

Rf.l> ORT : VB- 900

6-24 Added item 111 b.

Rev. 4 - 761 657 ll Revised Warning.

Rev. 9 - 761 657

SECT ION 1 GENERAL

SECT ION 7 DESCRIPTION AND OPERATION OF THE

SECT ION 10 OPER ATIN G TIPS

I.I · · · · · · · · · · · · · · · · · · · · · · · · · ..... 1-1

Wirig Area (sq. ft.) 174.5

(a) Number of Engines

(a) Number of Propellers I

(a) Fuel Capacity (U.S. gal) (total) 98

*Do not use Takeoff Power above 16,000 ft.

(a) Oil Capacity (U.S. quarts) 12

1.11 MAXIMUM WEIGHTS

(a) Maximum Takeoff Weight (lbs.) 3600

1.13 STANDARD _AIRPLANE WEIGHTS*

(a) Standard Empty Weight (lbs.): Weight of a

1.1S BAGGAGE SPACE

1.17 SPECIFIC LOADING

(a) Wing Loading (lbs. per sq. ft.) 20.6

REPORT: VB-900 ISSUED: MAY 1, 1978

_l.l 9 SYMBOLS. ABBREVIATIONS AND TERMINOl.OGY

(a) General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated speed of an a.ircraf~

KCAS Calibrated Airspeed expressed in ..Knots."

GS Ground Speed is the speed of an airplane relative to the ground..

IAS Indicated Airspeed is the speed of an aircraft as shown on the

KIAS Indicated Airspeed expressed in "Knots."

M Mach Number is the ratio of true a.mpeed to the speed of sotmd.

TAS True Airspeed is the airspeed of an airplane relative to undisturbed

Maneuvering Speed is the maximum speed at which application of

Maximum Flap Extended Speed is the highest speed pennissiole

Maximum Landing Gear Extended Speed is the maximum speed at

Maximum landing Gear Operating Speed is the maximum speed at

Maximum Structural Cruising Speed is the speed that should not

Vg Stalling Speed or the minimum steady flight speed at which the

ISSUED: MAY 1. 1978 REPORT: VB-900

Vso Stalling Speed or the minimum stead y flight speed at

Best Angle-of-Climb Speed is the airspeed which

(b) Meteorological Terminology

ISA Intern ation al Stand ard Atmo spher e in which:

OAT Outsi de Air Temp eratu re is the free air static

Wind The wind velocities recor ded as variables on the chart

REPO RT: VB-900

(c) Power Terminology

Takeo ff Power Maximum power permissible for takeof f.

Maximum Oimb Power Maximum power permissible during climb.

(d) Engine Instrum ents

EGTG auge Exhau st Gas Tempe rature Gauge

(e) Airplane Perfor mance and Flight.Planning Terminology

ISSUED: MAy 1. 1978

1978 Piper Turbo Lance II Pilot's Operating Handbook

1978 Piper Turbo Lance II Pilot's Operating Handbook