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Pilot’s Operating Handbook

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A V I A T I O N.c o m
 ?Itf# A l t e P A F l GORP. REPORT VB-544
PA-28-140
W L $ ? I E R I CEllEt, !Ell IE1tR, A .
?lLt

DUPLICATE,
APPROVED AEROPIANE FLIGHT MANUAL

FOR THE PIPER MODEL

PA-28-140

PREPARED I N ACCO-NCE WITH BRITISH CIVIL AIRWORTHINESS REQUIREMENTS

(APPLICABLE TO AIRCRAFT SERIAL NO. 28-20281 TO 28-7625999

OR

AIRCRAFT FITTED WITH PITOT STATIC HEAD P/N 99057-&)

TO SERIAL NO. 28-7625999

27 APRIL 1573

P r e p a r e d by:
R. K. Kirbv
F l i g h t ~ e s ;~ n g i n e k

Checked by: //G'

R. K. Kirby
f o r : J. M. ~ h e e h a n '

F l i g h t T e s t Engineer

Approved by:
John Patrick
Manager, F l i g h t T e s t

Approved by:
I(. 'W. ~adihouse
 REGISTRATIOS PARTICUL4RS
- .

N a t i o n a l i t y and R e g i s t r a t i o n Marks:
G-BAHF
..
Construction S e r i a l Number:

Designed and Constructed By: Piper Aircraft Corporation

Vero Eeach, Florida
U.S.A.

F.A . A . C e r t i f i c a t e of Airworthiness
f o r fxport:

T;,;s , a 7 ~ r i ~ i j o e - ; s h.be
n i i .opsxat& ..;,I , ~ ; i ~ o r L e i l c i . . w LCt l i e l h i i a t i o i i s
g i v e n i n S e c t i o n 111 and any additional l i m i t a t i o n s contained i n a supplement
i n S e c t i o n VII.
 PAGE

SECTION I INTRODUCTORY

SECTION 11 DESCRIPTION

SECTION I11 LMITATIONS

SECTION I V HANDLING

SECTION V PERFORNANCE

SECTION V I WEIGHT AND LOADING DATA 38

SECTION V I I - SUPPLENENTS 39
' 1

..
 .. -
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SECTION I

INTRODUCTORY

THE DOCUMENT REFERENCE NLWBER OF THIS

FLIGHT.FWNUAL I S VB- 544

T h i s F l i g h t Hanual a p p l i e s o n l y t o t h e a i r c r a f t h a v i n g t h e
I
c o n s t r u c t o r ' s s e r i a l number shown on page 1. It i s t h e r e s p o n s i b i l i t y
c f t h e p i l o t t o be f a m i l i a r w i t h t h e c o n t e n t s o f t h e manual, i n c l u d i n g
a l l enendmcnts a t t h e t i m e o f f l i g h t .

The c u r r e n t amendment s t a t e o f t h i s copy i s g i v e n on t h e

r e c o r d s h e e t s on pages 5 and 6 . Amendments a r e of two k i n d s :

*) F.A.A. approved r e v i s i o n s (page 5 )

b) C.A.A. approved r e v i s i o n s lpage 6 )

Amendments t o t h e t e s t w i l l be i n d i c a t e d by a m a r g i n a l v e r t i c a l
l i n e t o g e t h e r w i t h t h e amendment number, e x c e p t t h a t when a c o n s i d e r a b l e
chnnge h a s t a k e n p1ace;or a c o m p l e t e l y new page has been i s s u e d , t h e
r e v i s i o n , t o g e t h e r v i t h t h e amendment number, w i l l be d e n o t e d a t t h e f o o t
of t h e page. Changes t o t h e weight and l o a d i n g d a t a ( S e c t i o n V I ) a r e n o t
a s s o c i a t e d w i t h a n amendment number.

A l i s t o f the.appro%d supplements which have been embodied i n

S e c t i o n V I I o f t h i s copy is recorded on page 4 . Supplements are p u b l i s h e d
e i t h e r by t h e m a n u f a c t u r e r , o r by an o r g a n i z a t i o n producing a m o d i f i c a t i o n
t o t h e a i r c r a f t , and approved by t h e C i v i l A v i a t i o n ~ u t h o r i t ~ .
 Thc Eollo,;:in:: l i s t of supplcr.ents h a v e bccn approved by t h e
~ c i v i l A v~i a t i o n A u~t h o r i t y and
~ of the ~ t wihcdied
; in t ~
h i s Elanual.
~ ~

SIIPPLENEXT
TITLE
 a
L.

UNITED STATES F .A .A.

4EIEPjIXE:CC RECORD SHEET

REV I S ICX DATE CF APPROVAL PAGES

"0 . R E I S IOS DATE (C4A: REVISIOX TITLE AFFECTED

E d i t i n g of Write-up and 7,12,13,22,27,

Titles and 35.
Revised O i l P r e s s . Limi- 14
. --.. ta'tion
P i t o t Head Sketch
'(I
Revised A p p l i c a b i l i t y T i t l e & 26
per CAA L e t t e r 27 O c t . ' 7 5

Revised A p p l i c a b i l i t y
1
)OA SO} 1 APPRl up t o S e r i a l No. 7625999

.-.

:a
 REPORT V R - 5 4 G
NODEL PA-28-140
-- -.-

A Fi'ZGVt'sL
DATE (CAI\: REVIS XCN TXT1.E
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VIPER AIQCWAFI GOH. Report VU-565

- DIVELQIYE~T tfilru, Y E ~ Q wen, M , Model L',i-2.:-llt0

1

SECTION I1

DESCRIPTION

AERO?IANE PARTICULARS.

--
c-USS

Aeroplane (Landplane) 'LOW Wing Monoplane

EICGINE
Number One
Manufacturer Lycoming
TY pe 0-320E2A o r 0-320-E3D

PROPELLER

Nanuf a c t u r e r Sensenich .
Type M74AY
N'erne?cr 7 4 - i n c ' n e s M a xi n w n
72.5 i n c h e s Minimum
Pitch 58 i n c h e s ( f o r 1950 Lbs. o r
2150 ~ b s . )
6 0 i n c h e s ( f o r 1950 Lbs. only)

Each p r o p e l l e r l i s t e d above may be u s e d w i t h e i t h e r e n g i n e .

F i g u r e 11-1 on page 8 i s a t h r e e v i e w g e n e r a l arrangement drawing,

-
and a s s o c i a t e d dimensions a r e shown below.

Span 30 f t . 0 i n s .
Length 23 f t . 5 i n s .
Height 7 f t . 3 ins.

Area 160 s q . f t .
?!can Chord 5 . 3 2 ft.
Aspcct R a t i o 5.63
A i l e r o n Area (Total.) 10.6 sq. E t .
F i a p Area ( T o t a l ) 14.6 sq. f t .
F l s p P9sition.s O0 Takc Off
100
TAIL LNIT

Tailplane Area 24.4 sq. ft.

Fin Area 7.5 sq. ft.
Rudder Area 4 . 1 sq. ft.

MISCELLANEOUS

Under Carriage Track 10 ft. 0 i n s .

Wheel Base 6 ft. 3 i n s .
?PIPARID
P IP E 1 A 1 R C 1
-OiVElOPUElfT 1 C04 Report \W-5!:':
CUIIEi!, VUO BEAC!, FLA. :40dcl PA-28-140
CHICllD

- -

DE?I:;ITIO::S

The f o l l o w i n g terms a r e used i n v a r i o u s s e c t i o n s o f t h i s manual:

Air T e m ~ e r a t u r e : The t e m p e r a t u r e of t h e f r e e a i r n e a r t o , b u t n o t i n f l u e n c e d
by, t h e a e r o p l a n e . T h i s t e m p e r a t u r e may be a r e p o r t e d , f o r e c a s t , o r , when
p e r i i t t e d by t h e A i r Navigation R q u i a t i o n s , a d e c l a r e d t e m p e r a t u r e d e r i v e d
i n rccordance w i t h a n approved system.

A1tL:ude: The a l t i t u d e shown on t h e c h a r t s i s p r e s s u r e a l t i t u d e which i s t h e

e x p r e s s i o n o f atmospheric p r e s s u r e i n terms o f a l t i t u d e above mean s e a l e v e l
according t o t h e i n t e r r e l a t i o n o f t h e s e f a c t o r s i n t h e I n t e r n a t i o n a l S t a n d a r d
Atnosphere (I.S.A.). T h i s may b e o b t a i n e d by s e t t i n g t h e , s u b - s c a l e o f a n .
a c c u r a t e p r e s s u r e t y p e a l t i m e t e r a t 1 , 0 1 3 m i l l i b a r s (29.92 i u c h e s o r 760
m i l l i m e t e r s o f mercury.)

I.S.A.: I n t e r n a t i o n a l Standard Atmosphere, which i s t h e i n t e r r e l a t i o n s h i p

o: a i r t e m p e r a m r e and p r e s s u r e a s shown i n F i g u r e 11-2.

l e t : The v e r t i c a l d i s t a n c e between t h e lowest p a r t o f t h e a e r o p l a n e and

t!i- r e l e v a n t d a t u n .

--
Weirht: The t o t a l weight of t h e a e r o p l a n e , i n c l u d i n g f u e l , o i l , equipment,
c r e x , ard payload.

1 . : I n d i c a t e d A i r Speed, which i s t h e r e a d i n g o b t a i n e d from a n i n s t r u m e n t

having no c a l i b r a t i o n e r r o r . Because t h e p e r m i t t e d t o l e r a n c e s a r e s m a l l t h e
Air Speed I n d i c a t o r Reading (A.S.I.R.) may be t a k e n a s e q u a l t o I.A.S.
- .

C.A.5.: c a l i b r a t e d A i r Speed, which i s A.S.I.R. c o r r e c t e d f o r p o s i t i o n and

instrument e r r o r .

T.A.S.: True A i r Speed, which i s t h e C.A.S. c o r r e c t e d f o r a l t i t u d e and

tenprature.

Take-off S n f e t v Sueed: The minimum speed a t w h i c h , f o l l o w i n g sudden ad

conp:ete f a i l u r e of t h e engine i n t h e t a k e - o f f c o n f i g u r a t i o n , a d e q u a t e c o n t r o l
e x i s t s t o e s t a b l i s h a g l i d c a t a s a f e margin above t h e s t a l l .
?PI?AIIV
PIPER AIRCRAFT CORP. Kcport v:;-s.',<
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I

v,.
0 : Nornial o p c r a t i n g l i m i t - Xaximum c r u i s i n g speed.

:.!z?.?uvering Speed: PIaximum s p e e d f o r f u l l a p p l i c a t i o n of primary f l i g h t c o n t r o l s .

'r'ird Runway: A s u r f a c e s u c h a s c o n c r e t e o r tarmac.

G r d i e n t o f Climb: The r a t i o , i n the.same u n i t s and expressed a s a p e r c e n t a g e , o f :

Chanse i n Height
H o r i z o n t a l Distance Travelled

The g r a d i e n t s of c l i m b shown o n t h e c h a r t s a r e t r u e g r a d i e n t s , i . e . they are

d e r i v e d from t r u e ( n o t p r e s s u r e ) r z t e s o f climb.

Gross Performance: The a v e r a g e performance which a ' f l e e t , o f a e r o p l a n e s can .be

exvected t o a c h i e v e i f s a t i s f a c t o r i l y maintained and flown i n a c c o r d a n c e w i t h
t h e a s s o c i a t e d t e c h n i q u e s d e s c r i b e d i n t h e manual.

Net Performance: N e t p e r f o r m a n c e i s t'he "gross" performance, d i m i n i s h e d by t h e

amounts s p e c i f i e d i n B r i t i s h C i v i l A i r w o r t h i n e s s Requirements t o a l l o w f o r v a r i o u
c c n t i n g e n c i c s which c a n n o t b e d h - e c t l y accoxnted f o r o p e r a t i o n a l l y , e . g . , t h e fieem
t o Eaneuvcr, u n a v o i d a b l e v a r i a t i o n s i n p i l o t i n g techniqiie, temporary below-averay.,
p e ~ r o r n t a n c c , e t c . ' E ~ i extrcrr.e?y
s inprobab'le t h a t t h e ?.ct performance w i l l n o t
bc a c h i e v e d i n o p e r a t i o n , p r o v i d e d t h e a e r o p l a n e i s flown i n a c c o r d a n c e w i t h t h e
recommended t e c h n i q u e s .
STANDARD A l N O S P I I E E S

FIG. 11-2
 SECTIOX I11

LI?IITATIONS

TIE AEROPLA2\E. WUST BE OPERATED SO THAT THE LIMITATIONS AND INSTRUCTIOSS I N THIS

SECTION ARE OBSERVED.

CATEGORY:

A i r c r a f t o f t h i s t y p e a r e e l i g i b l e f o r c e r t i f i c a t i o n i n t h e General

Purpose C a t e g o r y . . However, t h i s a e r o p l a n e may b e r e s t r i c t e d t o p a r t i c u l a r

u s e o r t o some o t h e r c a t e g o r y , and t h i s w i l l b e s t a t e d i n t h e C e r t i f i c a t e o f

Air~orthiness.

MXOEUVES

The f o l l o w i n g a e r o b a t i c manoeuvers are p e r m i t t e d p r o v i d e d t h e a e r o p l a n e i s

l o a d e d w i t h i n t h e a p p r o v e d w e i g h t and c e n t e r - o f - g r a v i t y l i m i t s up t o a g r o s s

weight o f 1950 l b s . :

S p i n s , s t e e p t u r n s , l a z y e i g h t s and c h a n d e l l e s , i n n o n - a i r c o n d i t i o n e d a i r -
planes. Steep turns, l a z y e i g h t s 5 chandelles i n a i r conditioned a i r p l a n e s .
A l l a e r o b a t i c manoeuvers,including s p i n s a t e p r o h i b i t e d above a gross weight

o f 1950 l b s .
I n v e r t e d maooeuvers a r e p r o h i b i t e d .
FLILlFlT LOAD FACTORS:

The s t r u c t u r e h a s b e e n d e s i g n e d t o w i t h s t a n d p o s i t i v e a c c e l c r a t i o n s o f 4.45

f l o p s u p and 2.0g f l a p s down and n e g a t i v e a c c e l e r a t i o n s o f 1 . 7 6 g f l a p s u p w i t h o u t

y c r ~ s n c n td e f o r m a t i o n c p t o a g r o s s w e i g h t o f 1 9 5 0 l b s .

The s t r u c t u r e h a s been designed t o w i t h s t a n d p o s i t i v e a c c e l c r a t i o n s of 3.8g

f:n;.s u p 2nd 2.0g f l a p s do7.m up t o ;I g r o s s w e i g h t o f 2150 lbs. w i t h o u t pcrnlilncnt

1.mo
P I P E R ' A I R C R A F I' C O R P .
-
REPORT VB-544
KRD
. fJEVElllhEll C E l l E I , !Ell IEltl, Fll. PA-28-140

Mu 13

AIRSPEED LIMITATIONS ; I.

NEVER EXCEED SPEED *

The never exceed s p e e d i s 1 7 8 MPH I.A.S. (155 knots)

NORMAL OPERATING LIMIT SPEED *

During normal c r u i s i n g f l i g h t t h e a e r o p l a n e should n o t be flown a t a speed
g r e a t e r t h a n 143 MPH I.A'.S. (124 k n o t s ) . The a i r p l a n e s h a l l be flown o n l y
a t speeds between t h e n o r m a l o p e r a t i n g l i m i t speed and t h e never exceed
speed a t t h e d i s c r e t i o n o f t h e p i l o t , having due r e g a r d t o t h e p r e v a i l i n g
f l i g h t and a t m o s p h e r i c c o n d i t i o n s .

PNOEUVRING SPEED

Manoeuvers i n v o l v i n g a n a p p r o a c h t o t h e s t a l l o r f u l l a p p l i c a t i o n of a i l e r o n
o r r u d d e r c o n t r o l s h a l l n o t b e u n d e r t a k e n a t a speed g r e a t e r than 131 MPH
IAS (114 k n o t s ) .

-
NOTE :

Although t h e a e r o p l a n e i s s t r o n g enough f o r s t e a d y a p p l i c a t i o n of f u l l r u d d e r
a t t h i s s p e e d , a v i o l e n t l y checked manoeuver might o v e r - s t r e s s i t . For
example, any v i o l e n t yaw m u s t n o t be checked with sudden a p p l i c a t i o n of
opposite rudder.

WING FLAPS EXTENDED SPEED *

/
The wing f l a p s s h a l l n o t be e x t e n d e d when t h e a e r o p l a n e i s f l y i n g a t a speed
g r e a t e r t h a n 116 MPH U S (101 k n o t s ) .

F l a p s Up: Nonnal O p e r a t i n g Range 64 t o 140 MF'H (Green Arc)

C a u t i o n Range 140 t o 171 MPH (Yellow Arc)
Never Exceed Speed 171 MPH (Red Radial Line)

F l a p s Extended: Normal O p e r a t i n g Range 54 t o 115 MPH (White Arc)

Never Exceed Speed 115 MPH

These speeds a r e CAS, t h a t i s IAS c o r r e c t e d f o r p o s i t i o n e r r o r .

 The f o l l o w i n g a r e t h e l i m i t a t i o n s f o r t h e i n s t a l l e d Lycoming 0-320E2A
Engine w i t h a S e n s e n i c h ii74D1.1 7 4 i n c h d i a m e t e r p r o p e l l e r .

-
FLZL:
T h e minimum g r a d e o f f u e l approved f o r u s e o f t h i s e n g i n e is 80/87
o c t i n e , D. Eng. R.D. 2 4 5 5 w i t h a masimum l i m i t o f 5.5HLS. TEL/Irnperial
Gallon.

-
OIL: ,
The o i l a p p r o v e d f o r t h e u s e o f t h i s e n g i n e i s t o s p e c i f i c a t i o n
D.EX.R.D.2472 B / O and the l a t e s t i s s u e o f t y c o m i n g S e r v i c e I n s t r u c t i o n 1014.

OIL 'IEILPERATURE :*
-
Normal 7 5 O ~t o 2 4 5 ' ~ ( G r e e n Arc)
Masimum 245O~. (Red L i n e )

?iinimurn O i l T e m p e r a t u r e f o r t a k e - 3 i f is e s t a b l i s h e d when o i l p r e s s u r e
rziai!?s s t e a j y 2s t b e n ~ i n ?i s a c c e l ~ r a t e d .

Sormal o p e r a t i n g r a n g e 60 t o 90 psi (Green Arc)

>!aimurn 90 psi (Red L i n e )
?!in imum 25 psi . (Red L i n e )
C a u t i o n Range 25 t o 60 psi (Yellow Arc)

FUEL PRESSUm:" . . . . .

Normal o p e r a t i n g r a n g e to b psi ( G r e e n Arc)

Nasimum 6 psi (Rcd L i n e )
?Iininiuni psi (Red L i n e )

E l e c t r i c f u e l pump m u s t b e on For b o t h t a k e - o f f and l a n d i n g .

-
EKCTSE SPEED LI?!ITATTONS *
The n~asimim p e r m i s s i b l e r o t a t i o n a l spcec! f o r a l l c o n d i t i o n s o f
f l i < h t i s 2700 R?X (Rcd L i n e ) . The n o r m a l ' o p c r n r i n g r m S e i s 5 0 0 t o 2700 RPN
(Crccn A r c ) .
 -

rcIIAuD

- PIPER AIRCRAFT GORP. Rcport VC-5: ',

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PdCt 15

WEIGHT AYD LOADING

WEISMT:

The maximum p e r m i s s i b l e t a k e - o f f and landing weight is 2150 l b .

T h i s i s t h e maximum weight and lower weights may i n p a r t i c u l a r
c i r c u m s t a n c e s be advised o r e n f o r c e d by o p e r a t i o n a l performance
considerations.

CEXTPZ OF GRAVITY:

The l o a d is t o b e d i s t r i b u t e d s o t h a t t h e c e n t r e of g r a v i t y f o r
approved a e r o b a t i c manoeuvers lies always between:
B
84.0 inches a f t o f datum a t 1650 l b . . .

85.8 inches a f t o f datum a t 1950 1b.i

(with s t r a i g h t l i n e v a r i a t i o n between p o i n t s given) and an a f t l i m i t of

86.5 inches a f t o f d a t u m . a t a l l weights..
. .
For non-ar.robaklc . o p e r a t i o n , t h e c e n t r e of g r a v i t . y L i m i t s ..afc:
I

84.0 i n c h e s a f t o f datum a t 1650 l b .

85.9 inches a f t of datum a t 1975 l b .
88.4 inches a f t of datum a t 2150 l b .

(with s t r a i g h t l i n e v a r i a t i o n between p o i n t s ' given) -and an a f t l i m i t o f

95.9 inches a f t o f datum a t 211 weights.

F o r a i r c r a f t f i..t..t.e.. .d w i t h - p r o p e l l e r t y p e Sensenich N74DM o f 60 i n c h

.
p i t c h. t h. e c e n t r e of g r a v i t y l b n i t s f o r non- a c r o b a t i c operation are:'
84 i n c h e s a f t o f datum a t 1650 10.
85.8 i n c h e s a f t of datum a t 1950 l b .

( w i t h s t r a i g h t l i n e v a r i a t i o n betweed p o i n t s given) and an aft l i m i t of

95.9 i n c h e s a f t of datum a t a l l weights.

C.G. DATW:

The C.G. datum i s d e f i n e d a s . 7 S . 4 inches ahead of wing l e a d i n g edge

o u t b o a r d o f t h e i n t c r s e c t i o n of s t r a i g h t a n d t a p e r c d s e c t i o n s .

Thc maximum w i g h t of b a g g a ~ ei n t h c bagg3j:e compartment n ~ u s tn o t

~ x c c c d200 pounds.
 -..
PCITAlID

- P I P E R A I R t a A F T toil!. -
I:cport: v;: 5 J 2 4
Nodel PA-Zn- 140
CitlCIUD

HI?,:r1771 CREN

The minimum crew i s one p i l o t .

NG.!EER OF ECUPARTS

The number of p e r s o n s c a r r i e d must n o t exceed two, n o r exceed t h e

number of s e a t s i n s t a l l e d . Four p e r s o n s may b e c a r i i e d i f t h e o p t i o n a l
jump s e a t k i t i s i n s t a l l e d . C h i l d r e n u n d e r t h e age o f t h r e e , c a r . r i e d i n
t h e arms o f p a s s e n g e r s , a r e e x c l u d e d f r c m t h i s count.'

FLIGET BY NIGHT

Night f l y i n g i s p e r m i t t e d when t h e r e q u i r e d equipment is i n s t a l l e d ,

and when allowed by t h e A i r N a v i g a t i o n L e g i s l a t i o n .

F L I E T I N ICING CONDITIO?:S

The a e r o p l a n e is n o t approved f o r f l i g h t i n i c i n g c o n d i t i o n s .

CLri:.MTIC CONDITIONS

The o p e r a t i n g s u i t a b i l i t y o f t h e a e r o p l a n e has been e s t a b l i s h e d

f d r t e m p e r a t u r e s up t o t h e r a n z e d e f i n e d by t h e I.C.A.O. T r o p i c a l
Maxiaum ALmosphere ( I . S . A . C 30°C). T h i s t e m p e r a t u r e r a n g e i s shown
on Figure 11-2 on page 11.

No minimum t e m p e r a t u r e r a n g e h a s y e t been e s t a b l i s h e d . .
A?JTCCO:iTROL I1 AUTOPILOT *
(When I n s t a l l e d )

The A u t o c o n t r o l I1 must bc o f f d u r i n g t a k e - o f f and l a n d i n g .

Itcmr, marked * must e i t h e r b e placarded. i n t h e c o c k p i t o r t h e

.~pyr..printe i n s t r u m e n t s c o l o u r nmrlted.

.x.q q y g c must n o t b e c n r r i c d when n e r o b a t i c mmoeuvers a r c

p?rforaet!.
 PmIPWS
P I P E R AlRtRAFT E Q R P . REPORT VB-544
(&amI E V E L7
ltMElll -
C t l l-
l E I , !El# IEACII, F A . MODEL PA-28-140

y.Loyu
/ 111 17

SECTION I V

HANDLING tl

MAXIMUM CROSSWIND COMPONENT

The maximum crosswind component i n which t h e a e r o p l a n e h a s been d e m o n s t r a t e d
- t o be s a f e f o r t a k e - o f f and landing i s 17 knots a t a tower h e i g h t of 33 f e e t .

HANDLING ON ROUGH GROUND

The a e r o p l a n e has been demonstrated t o be s a f e when o p e r a t i n g from rough

grass surfaces.

TAKE-OFF TECHNIQUE

With f l a p s r e t r a c t e d and t h e engine a t f u l l t h r o t t l e , l i f t o f f should b e

i n i t i a t e d a t t h e t a k e - o f f s a f e t y speed of 73 MPH I.A.S. (63 k n o t s ) . T h i s
speed should be m a i n t a i n e d u n t i l a l l o b s t a c l e s have been c l e a r e d .

EN ROUTE PERFORMANCE

) The e n r o u t k pe;f&%ance i n s e c t i o n - V f o r climb and g l i d e i s based. 61%8 3 MPH

I.A.S. (72 k n o t s ) .

ROUGH A I R SPEED

1 3 1 MPH 1.A.S.. (114 k n o t s ) w i t h f l a p s r e t r a c t e d i s recommended f o r f l i g h t i n

extreme t u r b u l e n c e .

STALLING

There i s no aerodynamic s t a l l warning. A s t a l l warning l i g h t i s i n s t a l l e d

on t h e i n s t r u m e n t p a n e l t o provide warning a t a uniform 5 t o 10 MPH s p e e d
increment above t h e s t a l l i n a l l . c o n f i g u r a t i o n s . The v a r i a t i o n of power
o f f s t a l l i n g s p e e d w i t h weight i s shown i n F i g u r e I V - 1 . The r e c o v e r y from
t h e s t a l l i s normal i n a l l c o n f i g u r a t i o n s .

-
NOTE :

The s t a l l warning system i s i n o p e r a t i v e w i t h t h e m a s t e r s w i t c h o f f .

XZPGRT VB- 544
M n n m PA-28-140
?U?UIO
PIPER AIRCRAFT GORP. Report ~ 8 - 5 4 4
cmcmm DEVELOPYEWT C E N I E f , V E l D I E A C I , FLA. Model PA-28-140

u.wV8o
-

I n t h e e v e n t of a b a l k e d l a n d i n g , a p p l y f u l l t h r o t t l e , a l l o w t h e
speed t o i n c r e a s e t o 73 MPH I . A . S . , t h e n r a i s e t h e f l a p s t o O0 s e t t i n g
gradually. C a r b u r e t o r h e a t o f f , u n l e s s i c i n g exists.

FUEL SYSTEM:

The f u e l i s c o n t a i n e d i n two 25 U.S. G a l l o n (20.8 I m p e r i a l G a l l o n s )

main tanks. E i t h e r t a n k may be used i n any c o n d i t i o n o r c o n f i g u r a t i o n of
f l i g h t , i n c l u d i n g t a k e - o f f and l a n d i n g .

F u e l i s s u p p l i e d t o t h e e n g i n e by a n e n g i n e d r i v e n f u e l . p u m p which
may be augmented by an e l e c t r i c f u e l pump. The e l e c t r i c f u e l pump s h o u l d
be used on t a k e - o f f and l a n d i n g o r i n c a s e of f a i l u r e o f t h e e n g i n e d r i v e n
Pump -
 %l?AilD
PIPER AIRCBIIFT COIIP.
-0EVIIOP;IEIiT R e p o r t Vi:-54!!
Model PA-L8-1$0
CEiiTt?, VfB% 81ACll, FLA.
rV?lOVfS
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\-. - 20

I OPERATION OF P I P E R AUTCCOSTKOL I?. AUTOPIL'OT

The A u t o c o n t r o l I1 must b e d i s e n g a g e d d u r i n g t a k e - o f f and l a n d i n g .

-. OPEEATION:

I The R o l l Engage Knob t u r n s on A u t o c o n t r o l 11 and e n g a g e s i t s servo

w i t 5 t h e a i l e r o n c o n t r o l s when it i s p u s h e d i n . I f t h i s knob r e s i s t s f u l l
t r a v e l , r o c k t h e c o n t r o l w h e e l s l i g h t l y t o a l l o w t h e g e a r s t o mesh. Iihen
t h i s knob i s p u l l e d f u l l y a f t , i t t u r n s o f f A u t o c o n t r o l I1 and c o m p l e t e l y
d i s c o n n e c t s i t from t h e c o n t r o l system.

The T u r n T r i m Knob must b e c e n t e r e d when t h e R o l l Engage Knob i s

pushcd in. IJhcn t h e Heading L o c k i s o u t , a f u l l 90' r i g h t o r l e f t r o t a t i o n
o f tie T u r n Tri.m Knob w i l l g i v e a t u r n w i t h a bank o f u p t o 25'. When t h e
- ? " n ? L n ~ Lock i s i n , t h e Turn T r i h Knob a c t s a s a t r i m c o n t r o l t o p r o v i d e
..,-
I mi-...c o r r e c t i o n s o f t h e d i r e c t i o n a l Gyro Heading.

The H e a d i n g Lock B u t t o n s e r v e s t o c o n n e c t t h e d i r e c t i o n a l Gyro i n t o

t h e c i r c u i t a n d have i t c o n t r o l t h e a i r c r a f t , o r t o c u t i t o u t o f t h e c i r c u i t .
T h i s i s 2 " P u s h - i n , Push-Out" B u t t o n ; When i t i s f i r s t ~ u s h c d i n , i t w i l l
rec;ain i n , c o n n e c t i n g t h e d i r e c t i o n a l Gyro i n t o t h e c i r c u i t . The n e x t t i m e
i t i s p u s h e d , it w i l l r e l e a s e a n d pop o u t , e x p o s i n g a w h i t e g r o o v e on i t s
s h a n k and d i s c o n n e c t i n g t h e d i r e c t i o n a l Gyro.

I I f a Z e r o H e a d i n g D i r e c t i o n a l G y r o i s i n s t a l l e d , s e t i t t o O0 h e a d i n g
b c f o r e p u s h i n g t h e Heading Lock B u t t o n "in'!. The A u t o c o n t r o l I i w i l l t h e n
h o l d t h i s h e a d i n g . T u r n s up t b 180' may b e made by r e s e t t i n g t h e Gyro.

I f a C o u r s e S e l e c t o r D i r x t i o n h l Gyro i s i n s t a l l e d , s e t t h e
d i . r e c t i o n a 1 Gyro w i t h t h c m a g n e t i c compass and t h e C o u r s e S c l c c t o r D i a l t o t h e
d e s i r c d h e a d i n g . T u r n s may b e mndc b y r e s e t t i n g t h e C o u r s e S e l e c t o r D i a l .

I Thc a n g l e o f bank d u r i n g t u r n s w i t h t h e ~ i r e c t i o i l a lG:drO may bc

i o c r : ? a s e d o r d e c r e a s e d by t h e u s e o f t h e T u r n Trim Knob.

I P,lrsc o f
Thc t l u t o c o n t r o l I1 may be a v c r p o w e r c d h!. t h e p i l o t - a t a n y t i n l c by a
1 6 l b s . on t h n c o n t r o l w h e e l . Tn Llie w e n t a n y colcponcnt o f t h c
, i ~ t c s o n t r o l I1 f a i l s durin:; f l i s ! ~ t , t h c sysce!:~mav Llc c o m p l c t c l y d i s c . r ~ g : ~ ~ c d
by p 1 1 l i . n ~c.ut l:l:c Eol.1 i : i ~ ~ a $ ;Enoi>.
c IC t.hc " v c c t i o n a l Gyro shoult! f a i l and
;,rcs,.ss c::cns:;ivcly, t h e i!c:ndi~t,? Lock I\utt~,;l s h o u l d bc p u s h c J t o ti;:? ' O t t t "
o n i d t h e li~!xli.n,;, o f I : ! I ~ a i r c r a f t cpc;rnll;?:i w i t h t h r Turn Trim Knob.
 -- -
7PIPAIIID
PIPER AIRCRAFT
-OEIIELOPklEHl CORP. I < L % ~ O Kvii-544
~

Nodcl PA-28-140
CW'CuD
GEHlEB, \LBO BEACH, flA.
UIIOVPD
FA3 21
-

ELECTIiIC PITCH TRIX IXSTALLATION ONLY (When I n s t a l l e d )

The f o l l o w i n g emergency i n f o r m a t i o n a p p l i e s i n c a s e of e l e c t r i c
pitch t r i m malfunction.

a. I n c a s e o f m a l f u n c t i o n , d i s e n g a g e e l e c t r i c p i t c h t r i m by
p u l l i n g o u t c i r c u i t b r e a k e r on i n s t r u m e n t p a n e l , o r by o p e r a t i n g
push b u t t o n t r i m s w i t c h o n i n s t r u m e n t p a n e l .
b. I n emergency, e l e c t r i c p i t c h t r i m may b e overpowered u s i n g
manual p i t c h t r i m .

c. I n c r u i s e configuration, malfunction r e s u l t s i n .lo0 pitch

change and 30 ft. a l t i t u d e v a r i a t i o n .
 ..
CIVIL AVIATION AUTHORITY
.
~ ~

.. . 11, . .
.: :; :....
.
.'-
L....

CAA Change Sheet No.2 issue 1 t o t h e FAA approved B r i t i s h F l i g h t Manual Piper

Report No. FIB-544.
Constructor's Registration

CORRECTIONS TO SCKEDULED PERMRWWCE

When using the performance i n this F l i g h t Manual supplement, t h e following
corrections.:must be applied.
Page 28 MAXIHTJn TAKEOFF AM) LANDING WZIGHl! FOR ALTITUDE AND TWPERATURF.
The maximum permissible take-off and landing weight i s 2150 l b up t o :
- 5000 feet a t temperatures of ISA and below,
- 3500 f e e t a t temperatures of ISA + I O ~ Cand below,
- 2 m f e e t a t temperatures of ISA + 2 0 ' ~ and below,
- 1200 f e e t a t temperatures of ISA + XJOC and below.
Page 29 TAICEOFF RVN AM) TAKFi-OFF DISTANCE BEQUIRGD
(7) When using Figure V-5 t o calculate take-off run o r take-off
distance required, add 10% t o t h e value read from t h e chart.
(2) Wnen using Figure V-5 t o calculate take-off weight appropriate
t o a take-off run o r take-off distance available, e n t e r the
i.
chart with a distance 10% l e s s than t h e declared distance
L. available.
Page 31 KEC TAKJ!7-OFF FLIGHT PATH - FIRST SEGHENT
When figure V-6 i s being used t o calculate available net climb
gradient i t should be entered with either:-
- t h e a c t u a l weight and a l t i t u d e and a temperature 2 0 O ~higher
than actual, o r
- the a c t u a l weight and temperature and an a l t i t u d e 1500 f e e t higher
than t h e actual a l t i t u d e .
Page 33 M-MIRE PWM)IWANCE
(1) When Figure V-7 i s being used t o calculate gross r a t e of climb
i t should be entered with either:-
- the a c t u a l weight and a l t i t u d e and a temperature 20°c
higher than actual, o r
- the a c t u a l weight and temperature and an a l t i t u d e
1500 f e e t higher than the a c t u a l a l t i t u d e .
(21 When f i g u r e V-7 is being used t o c a l c u l a t e Performance Ceiling,
1500 f e e t shoald be subtracted from t h e value read froolll t h e chart.

I n s e r t t h i s change sheet i n f l i g h t manual VB-544 t o face page 22.

12 November 1981
 CAA Change Sheet 130.3 i s s u e 1 t o t h e P i p e r PA 28-740 FAA approved m( F l i g h t Nanuh
Report No. VB544.

Piper Constructor's R e g i s t r a t ion

PA28-140 S e r i a l No. =-7l..&ZlS Marks ~-Q~?J+F
..
PERFORMANCE CORRECTIONS

It has been e s t a b l i s h e d from a i r t e s t i n g t h a t t h e aeroplane f a i l s t o acbieve t h e

performance scheduled in S e c t i o n V o f t h e f l i g h t manual. The c o r r e c t i o n s l i s t e d
below must, t h e r e f o r e , b e a p p l i e d t o t h e f l i g h t manual performance information
[ ,;

whenever i t i s used, i n a d d i t i o n t o any o t h e r c o r r e c t i o n which may he a p p l i c a b l e

a s i n d i c a t e d by t h e t e x t .
\ .;.
Page 28 Maximum Take-off and Landing Weight f o r A l t i t u d e and Temperature

The maximum take-off and l a n d i n g weight f o r a l t i t u d e and temperature

i s 2150 i b s , up t o an a l t i t u d e of 2000 f t and a temperature of
ISA +30°C.

Page 29 Take-off Run and Take-off Distance Required Wig. V-5)

Either a) To determine t h e Take-off Distance Required, e n t e r

Figure V-5 with t h e a c t u a l temperature, a l t i t u d e and
weight and add 10% t o t h e r e s u l t i n g Take-off Distance
Required. The take-off run w i l l be equal t o 55% of
t h i s factored distance.

Or b) To determine t h e maximum take-off weight and/or a i r

temperature f o r a given aerodrome, e n t e r Figure V-5
with a Take-off Distance 10%l e s s t h a n t h e Take-off
Distance Available.

Page 31 Net Take-off F l i g h t Path - Net Gradient of Climb ( P i g . V-6)

Enter the c h a r t a t an a l t i t u d e 3000 f t g r e a t e r than t h e a c t u a l

aerodrome a l t i t u d e .

Page 33 En-Route Performance -

En Route Performance C e i l i n g
and Gross Rate of Climb ( P i g V.7)

TO o b t a i n t h e g r o s s r a t e of climb, e n t e r Fig. V-7 with t h e a c t u a l

temperature and a i r c r a f t weight, b u t i n c r e a s e a l t i t u d e by 3 0 0 f t .
To o b t a i n t h e performance c e i l i n g , u s e a i r c r a f t weight and a c t u a l
temperature, and d e c r e a s e scheduled c e i l i n g by 3000 it. The engine
i n o p e r a t i v e g l i d e performance w i l l remain unchanged.

Page 35 Landing Distance ( F i g V-8)

No change.

i.

I n s e r t i n r e p o r t VB-544 t o f a c e page 22.

WIU.
P I P f P AIRCRAFT C e R p . REPORT VB-544
B E V i l I l Y E l l tflllil, VEtI I E A C I , FlA. MODEL PA-28-140

SECTION V - PERFORMANCE

Use of t h e d a t a i n t h i s s e c t i o n i s only mandatory when r e q u i r e d by t h e A i r

N a v i g a t i o n Order o r R e g u l a t i o n s ; o t h e r w i s e i t s u s e , a l t h o u g h most d e s i r a b l e on t h e
grounds of s a f e t y , i s a t t h e d i s c r e t i o n of t h e p i l o t i n command o f t h e a e r o p l a n e .

CONDITION OF AEROPIANE

.The i n f o r m a t i o n i n t h i s s e c t i o n r e l a t e s t o a s t a n d a r d P i p e r PA-28-140 Aeroplane, a

shown on F i g u r e 11-1, powered by a Lycming 0-320E2A o r 0-320-E3D e n g i n e f i t t e d
w i t h a S e n s e n i c h f i x e d p i t c h p r o p e l l e r , Model M74DM, 74 i n c h d i a m e t e r , 58 i n c h
pitch.

COMPLIANCE WITH THE AIR NAVIGATION ORDER AND GENERAL REGULATIONS.

(1) T h i s a e r o p l a n e i s c l a s s i f i e d i n performance g r o u p D.

(2) F o r compliance w i t h t h e r e g u l a t i o n s governing f l i g h t o v e r w a t e r , t h e

t r u e a i r speed i s 100 MPH.

VALIDITY OF PERFORMANCE INFORMATION

The performance i n f o r m a t i o n i s n o t v a l i d i f :

The t o t a l l o a d e d w e i g h t exceeds t h e r e l e v a n t maximum t a k e - o f f , and

landing w e i g h t a p p r o p r i a t e t o t h e a l t i t u d e and t e m p e r a t u r e , s e e
Page 28.

The a e r o p l a n e i s flown when t h e o u t s i d e a i r t e m p e r a t u r e e x c e e d s t h e

a p p r o p r i a t e maximum temperature f o r w h i c h o p e r a t i o n a l s u i t a b i l i t y
has been e s t a b l i s h e d . . (See page -16). - . ...

Readings from t h e c h a r t s a r e o b t a i n e d by e x t r a p o l a t i o n ( i . e . , u s i n g
v a l u e s of parameters o u t s i d e t h e r a n g e s g i v e n on t h e c h a r t s ) e x c e p t
a s and when s p e c i f i c a l l y p e r m i t t e d . A t t e m p e r a t u r e s below t h e
lowest r a n g e scheduled t h e performance s h a l l be assumed t o b e n o t
b e t t e r t h a n t h a t a p p r o p r i a t e t o t h e l o w e s t t e m p e r a t u r e scheduled.

A p r o p e l l e r o f a t y p e d i f f e r i n g from t h a t s t a t e d above i s f i t t e d .

External modifications causing a s i g n i f i c a n t i n c r e a s e i n t h e

aerodynamic drag a r e i n c o r p o r a t e d .
NET-3ATA
-
The m a j o r i t y o f t h e performance i n f o r m a t i o n scheduled ( f o r example,
t h e t a k e - o f f d i s t a n c e r e q u i r e d ) i s "Set Data". This means t h a t some margin
has t e e n included i n c h e c h a r t s f o r t h e l o s s o f performance due t o v a r i o u s
f a c t c r s f o r which i t i s d i f f i c u l t t o make a n allowance o p e r a t i o n a l l y , such a s
s m a l l and snavoidab!e v a r i a t i o n s from t h e c o r r e c t a i r s p e e d , and v a r i a t i o n s
f r o n t h e a v e r a g e a i r f r a m e d r a g and e n g i n e powers, e t c . Where n e c e s s a r y a
n o t e i n t h e t e x t i n d i c a t e s t h o s e c h a r t s o r p o r t i o n s of c h a r t s which a r e
"net d a t a " .

CO1lX ZS I O X CHAKTS

C h a r t s t o c o n v e r t wind v e l o c i t y i n t o wind component, OC and a l t i t u d e

i n t o I.S.A., and O F t o OC a r e g i v e n i n F i g u r e s V - 1 and V-2. Arrowed example
l i n e s i l l u s t r a t e t h e i r use.
 -
i

a al
Altitude
I-
0
et/1000
r
N
r
c'
 .POS I T 1 ON ERROR CORECT'IO>S

The p c s i t i o n e r r o r c o r r e c t i o n s t o be a p p l i e d t o t h e I . A . S . t o o b t a i n E . A . S .
a r e shown i n F i g u r e V - 3 . C o r r e c t i o n s a r e based on a w e i g h t o f 1950 l b . and
the v a r i a t i o n of t h e c o r r e c t i o n a t o t h e r weights i s small.

The s t a t i c e r r o r c o r r e c t i o n a p p l i c a b l e t o t h e a l t i m e t e r i s l e s s t h a n 50 f e e t
i n a l l conditions.

NOTE:
T h e -4 P i t o t Head c a n be i d e n t i f i e d by t h e
. 5 6 " ~ a d . on L e a d i n g Edge
L e f t Wing, S t a t i o n 107.4
I .
.The p i t o t hcad i s p a r a l l e l t o c e n t e r l i n e of a i r p l a n e .

A s t a t i c v e n t i s l o c a t e d i n t h e bottom o f the p i t o t head.

 >aXBlUI.( TAKE-OFF AND LAL9 IXG WEIGHT FOR ALTITUDE AND TE?IPEK4TURE

The maximum p e r m i s s i b l e t a k e - o f f and lauding weight' i s 2150- l b s . up t o

an a l t i t u d e o f 5000 f e e t and a temperature o f I . S . A . + 30°c.

NOTE :

~t a p a r t i c u l a r aerodrome t h e a c t u a l weirht may have t o be limired by

other operational c o n s i d e r a t i o n s (such a s t a k e - o f f d i s t a n c e ) becoming c r i t i c a l .

--

..auuD
PIPER AIRCRAFT GORP. REWRT VB-544
cycp. BfVtlOUElll tflllfl, V t l l IEAtR, flA. PA-28-140
r

TAKE-OFF RUN AND TAKE-OFF DISTANCE REQUIRED

The t a k e - o f f d i s t a n c e r e q u i r e d from r e s t t o t h e 50 f t . h e i g h t p o i n t i s shown

i n F i g u r e V-5 f o r v a r y i n g a i r t e m p e r a t u r e s , aerodrome a l t i t u d e s , w e i g h t s ,
r e p o r t e d wind components, and uniform runway s l o p e s .

ASSOCIATED CONDITIONS:

Engine Full Throttle

Wing F l a p s Retracted'

Technique L i f t o f f s h o u l d be i n i t i a t e d a t t h e t a k e - o f f s a f e t y speed of
~ ~ ' M P I.A.S.
H (63 k n o t s ) .

Runway Dry Tarmac runway ( s e e Note 2 ) .

The example g i v e n by t h e arrowed dashed l i n e shows t h a t w i t h an a i r tempera-

t u r e of 2 5 O ~(I.S.A. +
1 3 O ~ )a t an aerodrome a l t i t u d e of 1500 f t . , and a
weight of 1700 l b . , w i t h a r e p o r t e d headwind component of 10 k n o t s and a
uniform u p h i l l runway s l o p e o f 1%, t h e t a k e - o f f d i s t a n c e r e q u i r e d i s 2150 f e e t .

NOTES :

(1) The t a k e - o f f run w i l l n o t exceed, and must be t a k e n a s , 55% of t h e

take-off d i s t a n c e r e q u i r e d .

The measured t a k e - o f f d i s t a n c e has been f a c t o r e d by 1 . 2 5 , t o o b t a i n

t h e seheduled t a k e - o f f d i s t a n c e r e q u i r e d , and .tk measured t a k e - o f f
r u n by 1.15.

(2) For o p e r a t i o n from a s h o r t , d r y g r a s s runway, t h e d i s t a n c e s f o r a

d r y tarmac runway s h o u l d be i n c r e a s e d by 6.5%.

(3) The wind c o r r e c t i o n g r i d s a r e f a c t o r e d s o t h a t 50% of headwinds

and 150% of t a i l w i n d s a r e o b t a i n e d . Reported winds may t h e r e f o r e
be used d i r e c t l y i n t h e g r i d s .
 PIPER AIRCRAFT IORP. REPORT VB-544
MODEL PA-28-140
-l E V E l I l Y E I 1 C E I T E l , V E t I I E A t I , FlA.

NET TAKE-OFF FLIGHT PATH

NET GRADIENT OF CLIMB

The n e t g r a d i e n t of c l i m b between 50 f t . h e i g h t and 1000 f t . h e i g h t i s shown

i n f i g u r e V-6 f o r v a r y i n g a i r t e m p e r a t u r e s , aerodrome a l t i t u d e s , w e i g h t s ,
and r e p o r t e d wind components.

Wing F l a p s Retracted

Airspeed 73 MPH I.A.S.

The example given by t h e zrrowed dashed Lines shows t h a t w i t h a n a i r tempera-

t u r e of 21°c (I.S.A. +10 C) a t an aerodrome a l t i t u d e of 2000 f t . and a
weight of 1650 l b . w i t h a r e p o r t e d headwind component o f 1 5 k n o t s t h e n e t
g r a d i e n t of climb i s 8.4%.

(1) The d a t a g i v e n i n F i g u r e V-5 h a s been d e r i v e d from g r o s s performance

reduced by a margin of 2.0% g r a d i e n t .

(2) The wind c o r r e c t i o n g r i d s a r e f a c t o r e d s o t h a t 50% of headwinds and

150% of t a i l w i n d s a e e o b t a i n e d . R e p o r t e d winds may t h e r e f o r e be
used d i r e c t l y i n t h e g r i d s .

RADIUS OF A STEADY TURN

( 0
The r a d i u s of a s t e a d y "Rate One" t u r n ( 1 8 0 / m i n u t e ) may b e t a k e n a s 2420 f t .
( f o r maximum ambient c o n d i t i o n s of 5000 f t . and I.S.A. +
30°c).
M U I D
A F IC O ' R P .
-# fPV EI UPf YEE #Rl AE If HRf lE, RVEI% Report:
Model:
vB-544
PA-28-141
C~CIPD IEhCH, fM.

EN ROUTE PERFORMANCE

EN ROUTE PERFORMANCE CEILING AND GROSS RATE OF CLIMB

The performance c e i l i n g may be obtained from Figure V-7 f o r varying weight:

a l t i t u d e s , and a i r temperatures. The c h a r t may a l s o be used t o determine the
gross pressure r a t e s of climb.

ASSOCIATED CONDITIONS:

Engine Full throttle

Wing Flaps . Retracted

A i r Speed 83 MPH. I.A.S.

The example (A) given by t h e arrowed dash l i n e s shows t h a t f o r a weight of

1600 l b s . i n an atmosphere of I.S.A. f 10°C, the performance c e i l i n g i s 14,600
feet.

The example (B) shows t h a t a t an a l t i t u d e of 5400 f e e t , i n an atmosphere

of I . S . A . + 20°C a t a weight of 1750 l b s . , the g r o s s pressure r a t e of climb
i s 460 feet/min.

NOTE :

The performance c e i l i n g i s the maximum a l t i t u d e which may be assumed when

e s t a b l i s h i n g compliance with t h e o p e r a t i n g r e g u l a t i o n s dealing with en r o u t e
f l i g h t . I t does not p r o h i b i t f l y i n g a t a higher a l t i t u d e (although a t some
a l t i t u d e s , t h e o p e r a t i n g r e g u l a t i o n s may r e q u i r e oxygen t o be c a r r i e d ) , but
i t i s u n l i k e l y t h a t the performance c e i l i n g w i l l be achieved unless f u l l
t h r o t t l e and the a i r speed quoted a r e used towards the end of the climb.

GLIDE :

With t h e engine i n o p e r a t i v e and f l a p s f u l l y r e t r a c t e d and 83 MPH. I.A.S.,

the aeroplane has a n e t g l i d e of 1.73 n a u t i c a l miles per 1,000 f e e t of a l t i t u d e
l o s s , o r a l o s s of 578 f e e t p e r n a u t i c a l mile t r a v e l e d . This n e t g l i d e i s 1%
g r a d i e n t s t e e p e r than the g r o s s g l i d e .
wuu
PIPER AIRCRAfT E O R P . REPORT VB-544
MODEL PA-28-140
aces I E V f l 8 P ~ E l l l tEllEt, !Ell IEACII, fll.

LANDING DISTANCE REQUIRED

The l a n d i n g d i s t a n c e r e q u i r e d i s shown i n F i g u r e V-8 f o r varying a i r temper-

a t u r e s , aerodrome a l t i t u d e s , w e i g h t s , f o r e c a s t wind components and uniform
runway s l o p e s .

.ASSOCIATED CONDITIONS :

Engine Idling

Wing F l a p s 400 ( f u l l y extended)

Tec h n i a u e A m r o a c h speed 1.3 V ~ O . Th is i s 58 knots IAS (67MPH)

a;- 2150 l b s . d e c r e a s i n g l i n e a r l y t o 45 knots U S .
(52 MPH) a t 1500 l b s . Maximum wheel braking i s
a p p l i e d immediately a f t e r touchdown.

Runway Dry Tarmac runway

. .

The example g i v e n by t h e a r r o w e d d o t t e d l i n e s shows t h a t a t an a l t i t u d e of

500 f t . a t a t e m p e r a t u r e o f 20% (I.A.S. +60C) a t a weight of E700 l b s . w i t h
a f o r e c a s t headwind component o f 10 k n o t s and w i t h a n u p h i l l runway s l o p e of
1.0%, t h e l a n d i n g d i s t a n c e r e q u i r e d i s 1160 f e e t .

-
NOTE :

(1) The l a n d i n g d i s t a n c e r e q u i r e d i n c l u d e s t h e A i r Navigation (General)

Regulation f a c t o r 100. T h i s means t h a t d i s t a n c e s obtained from F i g u r e V-8
70
may be e q u a t e d d i r e c t l y t o t h e l a n d i n g d i s t a n c e a v a i l a b l e .

(2) F o r o p e r a t i o n s from d r y g r a s s runways w i t h f r e s h l y c u t g r a s s and f i r m

s u b s o i l , t h e d i s t a n c e s f o r a d r y tarmac s h o u l d b e i n c r e a s e d by 8%.

(3) The wind g r i d s a r e f a c t o r e d s o t h a t 50% of headwinds and 150% of t a i l -

winds a r e o b t a i n e d . R e p o r t e d winds may, t h e r e f o r e , be used d i r e c t l y
in the grids.
.-.

'(I
SECTION VI

IJEIGHT Ah3 LOADING DATA

The weight and c e n t r e o f gravity schedule s h a l l be inserted t o

follow t h i s page.

This s e c t i o n i s n o t s u b j e c t t o the approval of t h e c i v i l Aviation

a Authority.

i
 SECTIOB V I Z

SUPPLEXEXTS

Ih'??.0DL'CTIO~

T h i s s e c t i o n c o n t a i n ' s supplements c o v c r i n g items a f f e c t e d by

i n s t a l l a t i o n s d e s i g n e d by t t i e m a n u f a c t u r e r of t h e aerop1ar.e o r by o t h e r

o r g a n i z a t i o n s , b u t which d o n o t normally form p a r t o f t h e b a s i c s p e c i f i c a t i o n '

of t h e a e r o p l a n e .
CIVIL AVIATION AUTHORITY
CAA SUPPLEMENT NO 11 ISSUE I TO THE FAA APPROVED
PIPER PA28-140 FLIGHT MANUAL, PIPER REPORT VB-544
(CAA Re/; M N 1182)

Serial No: Registration Mark:

The lintifations and informalion contained herein either supplement or, in the case of conpict,
override those in the flight manud

1. Apply and maintain FULL RUDDER deflection in opposition to the direction of rotation
(Reduce power to idle, if not already at this setting).

2. As the rudder reaches the stop, move the control wheel RAPIDLY to the FULL
FORWARD position. Keep ailerons neutral.

3. As the rotation stops, centralise the rudder, and recover smoothly h m the dive.

To be inseried af the back of the PA28440 FIighf Manual, Piper RepoH VB-544,and the CAA
revisions record sheet amended accordink4.

Page 1 of 2 CAA Approved -

30 December 1997
CAA SUPPLEMENT NO 11 ISSUE 1 TO THE FAA APPROVED
PIPER PA28-140 FLIGHT MANUAL, PIPER REPORT VB-544.

WORM

1. Check the validity of the aircraft weight and balance schedule.

2. Determine that the weight and centre of gravity of the aeroplane for the intended flight is
within the limitations for spinning. This must take account of:

a. The ai~crai?weight and balance schedule;

b. The crew weights, and the precise fore & aft position of the occupied sea$;

c. The fie1 load, and distribution. No baggage may be c d . AU loose articles

must be secure.

1. Check all loose articles secure, seats locked, harnesses tight, and sufficient altitude to
recover at least 3000 ft Above Ground Level.

2. Reduce power to idle, and rrim in the glide at approximately 96 mpht84 kts.

3. Reduce speed at a ran of approximately 1 ktkec. When the aircraft stalls, apply fill aft
wnaol wheel, and full rudder in the desired direction. Keep ailerons neutral. (These
wnaol positions, and closed throttle should be maintained throughout the spin).

1. Apply and maintain FULL RUDDER deflection in opposition to the direction of rotation

2. As the rudder reaches the stop, move the control wheel RAPIDLY to the FULL
FORWARD position.

3. As the rotation stops, cenmlise the ~ d d e rand

, recover smoothly €tom the dive.

Notes: The conhol wheel must be moved l l l y forward briskly. Failure to do so may result in a
high rate spin. The above procedure will recover the aircraft from a high a t e spin, hut
the altitude loss will be greater, and there is an increased likelihood of pilot
disorientation, compared with me normal spin.

Recovery from the spin occurs at a steep nose-down attitude, resulting in rapid speed
build-up. Care must be taken to ensure that the ruddei is centred before Manoeuwing
speed (I31 mpWll4 kt), is exceeded.

Page 2 of 2 CAA Approved

30 December 1997