Tomahawk

TOMAHAWK
PILOT’S
OPERATING
HANDBOOK
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE
SERIAL NO.___________________________ REGIST. NO._______________________
PA-38-112
REPORT: 2126 FAA APPROVED BY: ______________________________________
WARD EVANS
D.O.A. NO. SO-1
DATE OF APPROVAL: PIPER AIRCRAFT CORPORATION
JANUARY 20,1978 VERO BEACH, FLORIDA
FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON FAR 23 AND

FAR PART 21, SUBPART J. THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED
TO BE FURNISHED TO THE PILOT BY FAR 23 AND FAR PART 21, SUBPART J AND
CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUAL AND MUST BE CARRIED IN
THE AIRPLANE AT ALL TIMES.
HANDBOOK PART NO. 761 658

WARNING
EXTREME CARE MUST BE EXERCISED TO LIMIT
THE USE OF THIS HANDBOOK TO APPLICABLE
AIRCRAFT. THIS HANDBOOK IS VALID FOR USE
WITH THE AIRPLANE IDENTIFIED ON THE FACE
OF THE TITLE PAGE. SUBSEQUENT REVISIONS
SUPPLIED BY PIPER MUST BE PROPERLY
INSERTED.
Published by
PUBLICATIONS DEPARTMENT
Issued: January 20, 1978
© 1978-1979, 1981-1982,1989,2012 PIPER AIRCRAFT, INC.
All Rights Reserved
REPORT: VB-2126 ISSUED: JANUARY 20, 1978

ii REVISED: May 2, 2012
APPLICABILITY APPLICABILITY
Application of this handbook is limited to the specific Piper PA-38-112 Application of this handbook is limited to the specific Piper PA-38-112
model airplane designated by serial number and registration number on the model airplane designated by serial number and registration number on the
face of the title page of this handbook. face of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in This handbook cannot be used for operational purposes unless kept in
a current status. a current status.
REVISIONS REVISIONS
The information compiled in the Pilot’s Operating Handbook, with the The information compiled in the Pilot’s Operating Handbook, with the
exception of the equipment list, will be kept current by revisions distributed exception of the equipment list, will be kept current by revisions distributed
to the airplane owners. The equipment list was current at the time the air- to the airplane owners. The equipment list was current at the time the air-
plane was licensed by the manufacturer and thereafter must be maintained plane was licensed by the manufacturer and thereafter must be maintained
by the owner. by the owner.
Revision material will consist of information necessary to update the Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added text of the present handbook and/or to add information to cover added
airplane equipment. airplane equipment.
I. Revisions I. Revisions
Revisions will be distributed whenever necessary as complete page Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below: accordance with the instructions given below:
1. Revision pages will replace only pages with the same page number. 1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each 2. Insert all additional pages in proper numerical order within each
section. section.
3. Page numbers followed by a small letter shall be inserted in direct 3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same common numbered page. sequence with the same common numbered page.
II. Identification of Revised Material II. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical Revised text and illustrations shall be indicated by a black vertical
line along the outside margin of the page, opposite revised, added or line along the outside margin of the page, opposite revised, added or
deleted material. A line along the outside margin of the page opposite the deleted material. A line along the outside margin of the page opposite the
page number will indicate that an entire page was added. page number will indicate that an entire page was added.
REPORT: 2126 REPORT: 2126

iii iii
Black lines will indicate only current revisions with changes and Black lines will indicate only current revisions with changes and
additions to or deletions of existing text and illustrations. Changes in additions to or deletions of existing text and illustrations. Changes in
capitalization, spelling, punctuation or the physical location of material on capitalization, spelling, punctuation or the physical location of material on
a page will not be identified. a page will not be identified.
ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED
The original pages issued for this handbook prior to revision are given The original pages issued for this handbook prior to revision are given
below: below:
Title, ii through vii, 1-1 through 1-21, 2-1 through 2-9, 3-1 through Title, ii through vii, 1-1 through 1-21, 2-1 through 2-9, 3-1 through
3-14, 4-1 through 4-22, 5-1 through 5-29, 6-1 through 6-30, 7-1 through 3-14, 4-1 through 4-22, 5-1 through 5-29, 6-1 through 6-30, 7-1 through
7-23, 8-1 through 8-17, 9-1, and 10-1 through 10-2. 7-23, 8-1 through 8-17, 9-1, and 10-1 through 10-2.

iv iv
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS PILOT’S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-38-112 Tomahawk Pilot’s Operating Current Revisions to the PA-38-112 Tomahawk Pilot’s Operating
Handbook, REPORT: 2126 issued January 20, 1978. Handbook, REPORT: 2126 issued January 20, 1978.
Revision FAA Approval Revision FAA Approval

Number and Revised Description of Revision Signature and Number and Revised Description of Revision Signature and
Code Pages Date Code Pages Date
Rev. 1 1-3 Revised 1.7 (c) (2) and (3). Rev. 1 1-3 Revised 1.7 (c) (2) and (3).
761 658 1-4 Revised item 1.11 (c). 761 658 1-4 Revised item 1.11 (c).
(PR780623) 1-l4 Revised ft.-lb. conversion. (PR780623) 1-l4 Revised ft.-lb. conversion.
1-16 Revised Kg conversion. 1-16 Revised Kg conversion.
2-i Added item 2.18. 2-i Added item 2.18.
2-5 Added item 2.18. 2-5 Added item 2.18.
3-1 Corrected para. 3.1. 3-1 Corrected para. 3.1.
4-i Revised page numbers. 4-i Revised page numbers.
4-6 Added new items; relocated 4-6 Added new items; relocated
items to pg. 4-7. items to pg. 4-7.
4-7 Added items from pg. 4-6; 4-7 Added items from pg. 4-6;
relocated item to pg. 4-8. relocated item to pg. 4-8.
relocated items to pg. 4-9. relocated items to pg. 4-9.
4-11 Added items from 4-10; 4-11 Added items from 4-10;
4-15 Added item 4.13 (d); 4-15 Added item 4.13 (d);
4-16 Relocated items to pgs. 4-18 4-16 Relocated items to pgs. 4-18
and 4-l9. and 4-l9.
4-17 Added new info.; added 4-17 Added new info.; added
items from pg. 4-14; relocated items from pg. 4-14; relocated
items to pg. 4-20. items to pg. 4-20.

v v
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont) PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Rev. 1 (cont) 4-18 Added items from pg. 4-15; Rev. 1 (cont) 4-18 Added items from pg. 4-15;
relocated items to pgs. 4-20 relocated items to pgs. 4-20
and 4-21. and 4-21.
4-19 Added items from pgs. 4-19 Added items from pgs.
4-16 and 4-17; relocated 4-16 and 4-17; relocated
items to pgs. 4-21 and 4-22. items to pgs. 4-21 and 4-22.
relocated items to pgs. 4-22 relocated items to pgs. 4-22
and 4-23. and 4-23.
4-22 Added items from pgs. 4-22 Added items from pgs.
4-19 and 4-20; relocated items 4-19 and 4-20; relocated items
to pgs. 4-24 and 4-25. to pgs. 4-24 and 4-25.
4-23 Added page; added items 4-23 Added page; added items
from pgs. 4-20 and 4-21. from pgs. 4-20 and 4-21.
. from pg. 4-21. . from pg. 4-21.
from pg. 4-22. from pg. 4-22.
5-12 Revised Figure 5-3. 5-12 Revised Figure 5-3.
6-9 Revised item 6.7. 6-9 Revised item 6.7.
6-14 Revised item 7. 6-14 Revised item 7.
6-20 Deleted item 101. 6-20 Deleted item 101.
6-22 Revised items 125 and 127. 6-22 Revised items 125 and 127.
6-25 Revised items 171, 173 and 175. 6-25 Revised items 171, 173 and 175.
6-26 Revised items 185, 187, 189, 6-26 Revised items 185, 187, 189,
191, 193, 195, 197, 199 and 201. 191, 193, 195, 197, 199 and 201.
209, 211, 213, 2l5 and 217. 209, 211, 213, 2l5 and 217.
6-30 Added item 313. 6-30 Added item 313.
7-16 Revised item 7.21. 7-16 Revised item 7.21.
8-11 Revised item 8.21 (b). Paul Everly 8-11 Revised item 8.21 (b). Paul Everly
8-12 Removed chart. June 23, 1978 8-12 Removed chart. June 23, 1978

vi vi

Rev. 2 1-7, 1-18 Revised spelling. Rev. 2 1-7,1-18 Revised spelling.

761 658 2-4 Added footnote. 761 658 2-4 Added footnote.
(PR781013) 3-6 Revised Spin Recovery info. (PR781013) 3-6 Revised Spin Recovery info.
5-3 Revised Figure nos. 5-3 Revised Figure nos.
6-9 ,6-10 Revised footnote. 6-9,6-10 Revised footnote.
6-13 Revised TC no. 6-13 Revised TC no.
6-25 Revised item no.; added new 6-25 Revised item no.; added new
items 172 and 173; revised items 172 and 173; revised
items 171 and 175. items 171 and 175.
6-27 Deleted item 209; revised item 6-27 Deleted item 209; revised item
nos. nos.
6-28 Revised item nos. 6-28 Revised item nos.
7-2 Revised alternator volt.; added 7-2 Revised alternator volt.; added
oil cooler info.; relocated info. oil cooler info.; relocated info.
to pg. 7-3. to pg. 7-3.
7-3 Added info. from pg. 7-2. 7-3 Added info. from pg. 7-2.
7-19 Added heat duct info.; relo- 7-19 Added heat duct info.; relo-
cated info. to pg. 7-21. cated info. to pg. 7-21.
8-i, 8-17 Added para. 8.31, Winter- Paul E. Everly 8-i, 8-17 Added para. 8.31, Winter- Paul E. Everly
ization. Oct. 13, 1978 ization. Oct. 13, 1978
Rev. 3 2-2 Revised para. 2.5; Rev. 3 2-2 Revised para. 2.5;
761 658 relocated info. to pg. 2-3. 761 658 relocated info. to pg. 2-3.
(PR781218) 2-3 Added info. from pg. 2-2. (PR781218) 2-3 Added info. from pg. 2-2.
2-7 Added placard to 2-7 Added placard to
para. 2.25. para. 2.25.
2-9 Added placard to 2-9 Added placard to
para. 2.25. para. 2.25.
3-2 Added new stall speeds. 3-2 Added new stall speeds.
3-4, 3-9 Revised approach speed; 3-4, 3-9 Revised approach speed;
added footnote. added footnote.
3-12 Revised para. 3.19. 3-12 Revised para. 3.19.

vi-a vi-a

Rev. 3 4-2 Revised para. 4.3 (e). Rev. 3 4-2 Revised para. 4.3 (e).
761 658 4-9 Revised approach speed. 761 658 4-9 Revised approach speed.
(PR781218) 4-20 Added info. from pg. 4-21. (PR781218) 4-20 Added info. from pg. 4-21.
(cont) 4-21 Relocated info. to pg. 4-20; (cont) 4-21 Relocated info. to pg. 4-20;
revised approach speed; revised approach speed;
added footnote. added footnote.
5-9 Added figures; revised pg. 5-9 Added figures; revised pg.
nos. nos.
5-10 Added Fig. 5-l from pg. 5-11. 5-10 Added Fig. 5-l from pg. 5-11.
5-11 Relocated Fig. 5-l to pg. 5-11 Relocated Fig. 5-l to pg.
5-10; added relocated Fig. 5-10; added relocated Fig.
5-12 Changed Fig. 5-3 to 5-2 and 5-12 Changed Fig. 5-3 to 5-2 and
relocated to pg. 5-11; added relocated to pg. 5-11; added
new Fig. 5-3. new Fig. 5-3.
5-28 Revised Fig. 5-35. 5-28 Revised Fig. 5-35.
5-28a Added pg. (Added Fig. 5-36). 5-28a Added pg. (Added Fig. 5-36).
5-28b Added pg. (Added Fig. 5-37 5-28b Added pg. (Added Fig. 5-37
from pg. 5-29). from pg. 5-29).
5-29 Relocated Fig. 5-37 to pg. 5-29 Relocated Fig. 5-37 to pg.
5-28b; added Fig. 5-38. 5-28b; added Fig. 5-38.
6-23 Revised item 135. Paul E. Everly 6-23 Revised item 135. Paul E. Everly
6-30 Added item 315. Dec. 18, 1978 6-30 Added item 315. Dec. 18, 1978
Rev. 4 1-3, 2-2 Revised to add optional Rev. 4 1-3, 2-2 Revised to add optional
761 658 engine. 761 658 engine.
(PR790301) 2-3 Revised item (1). (PR790301) 2-3 Revised item (1).
4-5 Revised engine cold start info. 4-5 Revised engine cold start info.
Relocated material to pg. 4-6. Relocated material to pg. 4-6.
4-6 Added relocated material. 4-6 Added relocated material.
4-14 Revised para. 4.13 (a) (b) & 4-14 Revised para. 4.13 (a) (b) &
(c). Relocated material to pg. (c). Relocated material to pg.
4-15. 4-15.

vi-b vi-b

Rev. 4 4-15 Revised and relocated material Rev. 4 4-15 Revised and relocated material
761 658 from pg. 4-14, para. 4.13 (c). 761 658 from pg. 4-14, para. 4.13 (c).
(PR790301) 4-17 Added relocated & revised (PR790301) 4-17 Added relocated & revised
(cont) material from pg. 4-l8. (cont) material from pg. 4-l8.
4-18 Relocated material to pg. 4-17 4-18 Relocated material to pg. 4-17
Added note at top of pg. Added note at top of pg.
6-1, 6-2 Revised para. 6.1. 6-1, 6-2 Revised para. 6.1.
6-9, Added info. for seat position 6-9, Added info. for seat position
6-10, arm aft datum 6-10, arm aft datum
6-11 6-11
6-14 Revised items 7 & 15. 6-14 Revised items 7 & 15.
6-19 Added item 87 & relocated 6-19 Added item 87 & relocated
items 89 & 90 to pg. 6-20. items 89 & 90 to pg. 6-20.
6-20 Added relocated items 89 & 6-20 Added relocated items 89 &
90. Revised item 103. 90. Revised item 103.
6-21 Deleted items 109, 111, 113, 6-21 Deleted items 109, 111, 113,
115, 117 & 119. Added new 115, 117 & 119. Added new
items 109 & 119. Added re- items 109 & 119. Added re-
located item 123 from pg. 6-22. located item 123 from pg. 6-22.
6-22 Relocated item 123 to pg. 6-21. 6-22 Relocated item 123 to pg. 6-21.
Added items 129 & 131. Added items 129 & 131.
7-2 Revised to add optional engine. 7-2 Revised to add optional engine.
7-8 Revised engine primer descrip- 7-8 Revised engine primer descrip-
tion. tion.
7-10 Added strobe light info. & 7-10 Added strobe light info. &
warning. Relocated material warning. Relocated material
to pg. 7-13. to pg. 7-13.
7-13 Added relocated material 7-13 Added relocated material
from Pg 7-l0. Paul E. Everly from Pg 7-l0. Paul E. Everly
8-11 Revised to add optional engine. March 1, 1979 8-11 Revised to add optional engine. March 1, 1979
Rev. 5 1-4 Revised item 1.13. Rev. 5 1-4 Revised item 1.13.
761 658 2-3 Added winterization kit info. 761 658 2-3 Added winterization kit info.
(PR790606) relocated info. to pg. 2-4. (PR790606) relocated info. to pg. 2-4.

vi-c vi-c

Rev. 5 2-4 Added relocated info. from Rev. 5 2-4 Added relocated info. from
761 658 pg. 2-3. 761 658 pg. 2-3.
(PR790606) 2-6 Revised noise level value. (PR790606) 2-6 Revised noise level value.
(cont) 2-9 Added winterization placard (cont) 2-9 Added winterization placard
info. info.
3-i Revised index. 3-i Revised index.
3-14 Added pitot-static pressure 3-14 Added pitot-static pressure
info. info.
4-6 Revised item. 4-6 Revised item.
4-7 Added item. 4-7 Added item.
4-14 Revised item 4.13 (b). 4-14 Revised item 4.13 (b).
4-18 Revised note. 4-18 Revised note.
5-1 Added 6.00 x 6 tire info. to 5-1 Added 6.00 x 6 tire info. to
item 5.3, relocated info. to item 5.3, relocated info. to
pg. 5-2. pg. 5-2.
5-2 Added relocated items from 5-2 Added relocated items from
pg. 5-1. pg. 5-1.
5-9 Revised list of Figures. 5-9 Revised list of Figures.
5-10 Relocated Fig. to pg. 5-10b. 5-10 Relocated Fig. to pg. 5-10b.
5-10a Added pg. (added new Fig. 5-10a Added pg. (added new Fig.
5-1). 5-1).
5-10b Added pg. (added relocated 5-10b Added pg. (added relocated
Fig. from pg. 5-10). Fig. from pg. 5-10).
6-9 Added values for sample 6-9 Added values for sample
problem. problem.
6-21 Added item 104 and footnote; 6-21 Added item 104 and footnote;
relocated items 121 and 123 relocated items 121 and 123
to pg. 6-22. to pg. 6-22.
6-22 Added relocated items from 6-22 Added relocated items from
pg. 6-21. pg. 6-21.
174 and 175. 174 and 175.
6-26 Revised items 201. 6-26 Revised items 201.
7-3 Added 6.00 x 6 tire info. to 7-3 Added 6.00 x 6 tire info. to
item 7.7. item 7.7.

vi-d vi-d

Rev. 5 8-i Revised index. Rev. 5 8-i Revised index.

761 658 8-8 Added 6.00 x 6 tire info. to 761 658 8-8 Added 6.00 x 6 tire info. to
(PR790606) item 8.15, relocated items to (PR790606) item 8.15, relocated items to
(cont) pg. 8-10. (cont) pg. 8-10.
8-10 Added items from pg. 8-8; re- 8-10 Added items from pg. 8-8; re-
located items to 8-11. located items to 8-11.
relocated items to 8-12. relocated items to 8-12.
8-12 Added items from pg. 8-11. 8-12 Added items from pg. 8-11.
8-13 Relocated items to pg. 8-14. 8-13 Relocated items to pg. 8-14.
8-14 Added and revised items re- 8-14 Added and revised items re-
located items to pg. 8-15. located items to pg. 8-15.
8-18 Added pg; added and revised Paul E. Everly 8-18 Added pg; added and revised Paul E. Everly
items from pg. 8-17. June 6, 1979 items from pg. 8-17. June 6, 1979
Rev. 6 2-5 Revised para. 2.18. Rev. 6 2-5 Revised para. 2.18.
761 658 2-9 Added placard. 761 658 2-9 Added placard.
(PR791206) 3-14 Revised para. 3.25. (PR791206) 3-14 Revised para. 3.25.
4-7 Added to check list. 4-7 Added to check list.
5-13 thru Revised Figs. 5-5 thru 5-15. 5-13 thru Revised Figs. 5-5 thru 5-15.
5-18 5-18
5-20 thru Revised Figs. 5-10 thru 5-35. 5-20 thru Revised Figs. 5-10 thru 5-35.
5-28b Revised figs. 5-37. Paul E. Everly 5-28b Revised figs. 5-37. Paul E. Everly
7-12 Revised fig. 7-11. Dec. 6, 1979 7-12 Revised fig. 7-11. Dec. 6, 1979

vi-e vi-e

Rev. 7 ii Revised Warning. Rev. 7 ii Revised Warning.

761 658 1-2 Revised fig. 1-1. 761 658 1-2 Revised fig. 1-1.
(PR810115) 1-4 Revised para. 1.13 (a) and (b). (PR810115) 1-4 Revised para. 1.13 (a) and (b).
2-i Revised Table of Contents. 2-i Revised Table of Contents.
2-5 Relocated para. 2.18 to pg. 2-5 Relocated para. 2.18 to pg.
2-6. 2-6.
2-7; added para. 2.18 from 2-7; added para. 2.18 from
pg. 2-5; revised para. 2.18 (a); pg. 2-5; revised para. 2.18 (a);
added para. 2.18 (c). added para. 2.18 (c).
2-8; added para. 2.23 from 2-8; added para. 2.23 from
pg. 2-6. pg. 2-6.
2-8 Relocated placards to pg. 2-8 Relocated placards to pg.
2-9; added placards from 2-9; added placards from
pg. 2-7. pg. 2-7.
2-9 Relocated placards to pg. 2-9 Relocated placards to pg.
2-10; added placards from 2-10; added placards from
pg. 2-8. pg. 2-8.
2-10 Added pg.; added placards 2-10 Added pg.; added placards
4-4 Revised normal procedures 4-4 Revised normal procedures
checklist. checklist.
4-12 Relocated info. to pg. 4-13; 4-12 Relocated info. to pg. 4-13;
revised amplified normal revised amplified normal
procedures checklist; added procedures checklist; added
new tire inflation specs. new tire inflation specs.
4-17 Corrected spelling error. 4-17 Corrected spelling error.
6-16 Renumbered and relocated 6-16 Renumbered and relocated
item to pg. 6-17; revised item to pg. 6-17; revised
items 31 and 33. items 31 and 33.
6-17 Relocated items to pg. 6-17a; 6-17 Relocated items to pg. 6-17a;
added new items 35 and 37; added new items 35 and 37;
added item from pg. 6-16. added item from pg. 6-16.

vi-f vi-f

Rev. 7 6-17a Added pg.; added items from Rev. 7 6-17a Added pg.; added items from
761 658 pg. 6-17; added new items 761 658 pg. 6-17; added new items
(PR810115) 51 and 53. (PR810115) 51 and 53.
(cont) 6-17b Added pg.; added items 57 (cont) 6-17b Added pg.; added items 57
thru 63 from pg. 6-18; revised thru 63 from pg. 6-18; revised
item 59; added new item 62. item 59; added new item 62.
6-18 Relocated items 57 thru 63 6-18 Relocated items 57 thru 63
to pg. 6-17b; added new to pg. 6-17b; added new
item 69. item 69.
6-21 Revised item 104; deleted 6-21 Revised item 104; deleted
existing item 119; renum- existing item 119; renum-
bered item. bered item.
6-22 Revised item 121; deleted 6-22 Revised item 121; deleted
item 129. item 129.
6-23 Revised items 135, 139 thru 6-23 Revised items 135, 139 thru
145. 145.
6-25 Relocated item 175 to pg. 6-25 Relocated item 175 to pg.
6-26; deleted existing item 6-26; deleted existing item
171; added new item 171; 171; added new item 171;
revised item 173. revised item 173.
6-26 Added item 175 from pg. 6-26 Added item 175 from pg.
6-25; changed items 197 to 6-25; changed items 197 to
198 and relocated items 198 198 and relocated items 198
thru 201 to pg. 6-27. thru 201 to pg. 6-27.
6-27 Added new item 196 and 6-27 Added new item 196 and
197; added items 198 thru 197; added items 198 thru
201 from pg. 6-26; relocated 201 from pg. 6-26; relocated
items 211 thru 213 to pg. 6-28. items 211 thru 213 to pg. 6-28.
6-28 Changed items 219 and 221 6-28 Changed items 219 and 221
to 221 and 223 respectively: to 221 and 223 respectively:
added items 211 thru 213 added items 211 thru 213
from pg. 6-27; added new from pg. 6-27; added new
item 219. item 219.

vi-g vi-g

Rev. 7 6-29 Revised items 301, 305 thru Rev. 7 6-29 Revised items 301, 305 thru
761 658 311. 761 658 311.
(PR810115) 6-30 Added new item 317 thru (PR810115) 6-30 Added new item 317 thru
(cont) 321; relocated form to (cont) 321; relocated form to
pg. 6-31. pg. 6-31.
6-31 Added pg.; added form 6-31 Added pg.; added form
added serial number added serial number
effectivity to para. 7.7 effectivity to para. 7.7
7-11 Added serial number 7-11 Added serial number
effectivity; revised schematic. effectivity; revised schematic.
7-11a Added pg. 7-11a Added pg.
7-11b Added pg.; added fig. 7-9a. 7-11b Added pg.; added fig. 7-9a.
effectivity. effectivity.
7-14 Revised fig. 7-13. 7-14 Revised fig. 7-13.
7-18 Revised fig. 7-17; added 7-18 Revised fig. 7-17; added
serial number effectivity. serial number effectivity.
7-22 Corrected spelling error. 7-22 Corrected spelling error.
7-24 Added pg.; added para. 7.37. 7-24 Added pg.; added para. 7.37.
effectivity to para. 8.15. effectivity to para. 8.15.
added serial number added serial number
effectivity to para. 8.23. Paul E. Everly effectivity to para. 8.23. Paul E. Everly
8-15 Added info. from pg. 8-14. Jan. 15. 1981 8-15 Added info. from pg. 8-14. Jan. 15. 1981
Rev. 8 2-10 Revised para. 2.25. Rev. 8 2-10 Revised para. 2.25.
761 658 2-11 New page; cont. revision 761 658 2-11 New page; cont. revision
(PR810430) para. 2.25. (PR810430) para. 2.25.
4-i Changed pg. no. 4-i Changed pg. no.
4-23 Revised para. 4.35; moved 4-23 Revised para. 4.35; moved
para. 4.39 to pg. 4-24. para. 4.39 to pg. 4-24.

vi-h vi-h

Rev. 8 4-24 Relocated para. 4.39 from Rev. 8 4-24 Relocated para. 4.39 from
761 658 pg. 4.23; revised para. 4.4. 761 658 pg. 4.23; revised para. 4.4.
(PR810430) 4-25 Cont. revision para. 4.43. (PR810430) 4-25 Cont. revision para. 4.43.
(cont) 4-26, New page; cont. revision (cont) 4-26, New page; cont. revision
4-27 para. 4.43. 4-27 para. 4.43.
7-5 Relocated info. from pg. 7-6. 7-5 Relocated info. from pg. 7-6.
7-6 Moved info. to pg. 7-5; 7-6 Moved info. to pg. 7-5;
revised para. 7.13. revised para. 7.13.
7- 17 Revised fig. 7-15. Paul E. Everly 7- 17 Revised fig. 7-15. Paul E. Everly
8-12 Revised para. 8.21. April 30, 1981 8-12 Revised para. 8.21. April 30, 1981
Rev. 9 5-2 Added Warning. Rev. 9 5-2 Added Warning.

761 658 6-i Revised pg. no. 761 658 6-i Revised pg. no.
(PR810630) 6-6 Revised Figure 6-7. (PR810630) 6-6 Revised Figure 6-7.
6-25 Renumbered items, revised 6-25 Renumbered items, revised
and relocated item. and relocated item.
6-25a Added pg. (added new items 6-25a Added pg. (added new items
177 thru 182). 177 thru 182).
6-25b Added pg. (added revised, 6-25b Added pg. (added revised,
renumbered and relocated renumbered and relocated
item 191; added new items item 191; added new items
193 thru 197). 193 thru 197).
6-25c Added pg. 6-25c Added pg.
6-25d Added pg. (added revised, 6-25d Added pg. (added revised,
renumbered and relocated renumbered and relocated
item 201; added new items item 201; added new items
203 thru 207). 203 thru 207).
6-26 Relocated item; renumbered 6-26 Relocated item; renumbered
items; added relocated items; added relocated
items. items.
6-27, Relocated items; re- 6-27, Relocated items; re-
6-28 numbered items; revised 6-28 numbered items; revised
items items

vi-i vi-i

Rev. 9 6-29 Added renumbered and re- Rev. 9 6-29 Added renumbered and re-
761 658 located items; added new 761 658 located items; added new
(PR810630) items 255 and 257. (PR810630) items 255 and 257.
(cont) 6-30 Added relocated items. (cont) 6-30 Added relocated items.
6-31 Added relocated items; re- Paul E. Everly 6-31 Added relocated items; re- Paul E. Everly
moved info. June 30, 1981 moved info. June 30, 1981
Rev. 10 1-6 Corrected spelling error. Rev. 10 1-6 Corrected spelling error.
761 658 2-3 Revised para. 2.7 (e); revised 761 658 2-3 Revised para. 2.7 (e); revised
(PR811102) para. 2.9 (c). (PR811102) para. 2.9 (c).
2-6 Revised para. 2.18 (a). 2-6 Revised para. 2.18 (a).
6-6 Added paren. to fig. 6-7. 6-6 Added paren. to fig. 6-7.
7-13 Revised para . 7.15. Paul E. Everly 7-13 Revised para . 7.15. Paul E. Everly
8-18 Revised para. 8.27 (f). Nov. 2, 1981 8-18 Revised para. 8.27 (f). Nov. 2, 1981
Rev. 11 iii Revised revision para . Rev. 11 iii Revised revision para .
761 658 1-i Revised Table of Contents. 761 658 1-i Revised Table of Contents.
(PR820510) 1-12 Removed para. 1.21. (PR820510) 1-12 Removed para. 1.21.
thru thru
1-21 1-21
4-ii New page; cont. revised 4-ii New page; cont. revised
Table of Contents. Table of Contents.
4-18 Revised Note. 4-18 Revised Note.

vi-j vi-j
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision FAA Approval
Number and Revised Description of Revision Signature and
Code Pages Date
Rev. 11 4-19 Revised para. 4.21.
761 658 5-3 Revised para. 5.5(a), (b), (c),
(PR820510) thru (d), (f), (g).
(cont) 5-7
6-i Revised Table of Contents.
6-1 Revised para. 6.1.
7-i Revised Table of Contents.
7-14 Revised fig. 7-13.
7-16 Revised para. 7.21. Paul E. Everly
7-24 Added para. 7.39. May 10, 1982
Rev. 12 1-12 Delete pg.

761 658 2-i Revised Table of Contents
(PR821029) 2-6 Relocated para. 2.21 to pg.
2-7; revised para. 2.18.
2-7 Added para 2.21 from pg. 2-6.
8-3 Revised para 8.3 info.;
revised para. 8.5.
8-4 Deleted para 8.5 info. from Paul E. Everly
pg. 8-4. Oct. 29, 1982
Rev. 13 3-1 Revised para. 3.1.

761 658 4-8 Revised Short Field, Obstacle
(PR890428) Clearance Takeoff.
7-3 Revised para. 7.7. Added
Warning.
ISSUED: JANUARY 20, 1978 REPORT: VB-2126

vi-k
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS (cONT)
Revision FAA Approval
Number and Revised Description of Revision Signature and
Code Pages Date
Rev. 13 7-5, Revised para. 7.9.
761 658 7-6
(PR890428) 7-14 Revised fig. 7-13 callouts.
(cont) 7-16 Revised serial numbers.
8-1 Revised para. 8.1
8-2 Revised paras. 8.1 and 8.3.
8-3 Revised para. 8.3. D. H. Trompler
May 15, 1989

Date
Rev. 14 ii Updated copyright.

(PR120502) vi-l Added Rev. 14 to L of R.
4-23 Revised Para. 4.35.
Wayne E. Gaulzetti
May 2, 2012
REPORT: VB-2126 ISSUED: JANUARY 20, 1978

vi-l REVISED: MAY 2, 2012
TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 1 GENERAL SECTION 1 GENERAL
SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE
SECTION 6 WEIGHT AND BALANCE SECTION 6 WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF SECTION 7 DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING SECTION 8 AIRPLANE HANDLING, SERVICING

AND MAINTENANCE AND MAINTENANCE
SECTION 9 SUPPLEMENTS SECTION 9 SUPPLEMENTS
SECTION 10 O P E R ATING TIPS SECTION 10 O P E R ATING TIPS

vii vii
SECTION 1 SECTION 1
GENERAL GENERAL
Paragraph Page Paragraph Page

No. No. No. No.
1.1 Introduction .............................................................................. 1-1 1.1 Introduction .............................................................................. 1-1

1.3 Engine....................................................................................... 1-3 1.3 Engine....................................................................................... 1-3
1.5 Propeller ................................................................................... 1-3 1.5 Propeller ................................................................................... 1-3
1.7 Fuel........................................................................................... 1-3 1.7 Fuel........................................................................................... 1-3
1.9 Oil ........................................................................................... 1-4 1.9 Oil ........................................................................................... 1-4
1.11 Maximum Weights ................................................................... 1-4 1.11 Maximum Weights ................................................................... 1-4
1.13 Standard Airplane Weights....................................................... 1-4 1.13 Standard Airplane Weights....................................................... 1-4
1.15 Baggage Space ......................................................................... 1-4 1.15 Baggage Space ......................................................................... 1-4
1.17 Specific Loadings ..................................................................... 1-5 1.17 Specific Loadings ..................................................................... 1-5
1.19 Symbols, Abbreviations and Terminology ............................... 1-6 1.19 Symbols, Abbreviations and Terminology ............................... 1-6

1-i 1-i
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-38-112, TOMAHAWK GENERAL PA-38-112, TOMAHAWK GENERAL
SECTION 1 SECTION 1
GENERAL GENERAL
1.1 INTRODUCTION 1.1 INTRODUCTION
This Pilot’s Operating Handbook is designed for maximum utilization This Pilot’s Operating Handbook is designed for maximum utilization
as an operating guide for the pilot. It includes the material required to be as an operating guide for the pilot. It includes the material required to be
furnished to the pilot by FAR 23 and FAR Part 21, Subpart J. It also furnished to the pilot by FAR 23 and FAR Part 21, Subpart J. It also
contains supplemental data supplied by the airplane manufacturer. contains supplemental data supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and This handbook is not designed as a substitute for adequate and
competent flight instruction, knowledge of current airworthiness directives, competent flight instruction, knowledge of current airworthiness directives,
applicable federal air regulations or advisory circulars. It is not intended to 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 a guide for basic flight instruction or a training manual and should not
be used for operational purposes unless kept in a current status. be used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the responsi- Assurance that the airplane is in an airworthy condition is the responsi-
bility of the owner. The pilot in command is responsible for determining that bility of the owner. The pilot in command is responsible for determining that
the airplane is safe for flight. The pilot is also responsible for remaining the airplane is safe for flight. The pilot is also responsible for remaining
within the operating limitations as outlined by instrument markings, within the operating limitations as outlined by instrument markings,
placards, and this handbook. placards, and this handbook.
Although the arrangement of this handbook is intended to increase its Although the arrangement of this handbook is intended to increase its
in-flight capabilities, it should not be used solely as an occasional operating in-flight capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to become familiar reference. The pilot should study the entire handbook to become familiar
with the limitations, performance, procedures and operational handling with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight. characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections, each The handbook has been divided into numbered (arabic) sections, each
provided with a “finger-tip” tab divider for quick reference. The limitations provided with a “finger-tip” tab divider for quick reference. The limitations
and emergency procedures have been placed ahead of the normal and emergency procedures have been placed ahead of the normal
procedures, performance and other sections to provide easier access to procedures, performance and other sections to provide easier access to
information that may be required in flight. The “Emergency Procedures” information that may be required in flight. The “Emergency Procedures”
Section has been furnished with a red tab divider to present an instant Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have reference to the section. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph numbers, figure been made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being left blank intentionally. numbers, item numbers and pages noted as being left blank intentionally.
ISSUED: JANUARY 20, 1978 REPORT: 2126 ISSUED: JANUARY 20, 1978 REPORT: 2126
1-1 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-38-112, TOMAHAWK GENERAL PA-38-112, TOMAHAWK
THREE VIEW THREE VIEW

Figure 1-1 Figure 1-1
REPORT: 2126 ISSUED: JANUARY 20, 1978 REPORT: 2126 ISSUED: JANUARY 20, 1978
1-2 REVISED: JANUARY 15, 1981 1-2 REVISED: JANUARY 15, 1981
1.3 ENGINE 1.3 ENGINE
(a) Number of Engines 1 (a) Number of Engines 1

(b) Engine Manufacturer Lycoming (b) Engine Manufacturer Lycoming
(c) Engine Model Number O-235-L2C (with Slick Mags.)or (c) Engine Model Number O-235-L2C (with Slick Mags.)or
O-235-L2A (with Bendix Mags.) O-235-L2A (with Bendix Mags.)
(d) Rated Horsepower 112 (d) Rated Horsepower 112
(e) Rated Speed (rpm) 2600 (e) Rated Speed (rpm) 2600
(f) Bore (in.) 4.375 (f) Bore (in.) 4.375
(g) Stroke (in.) 3.875 (g) Stroke (in.) 3.875
(h) Displacement (cu. in.) 233.3 (h) Displacement (cu. in.) 233.3
(i) Compression Ratio 8.5:1 (i) Compression Ratio 8.5:1
(j) Engine Type Four Cylinder, Direct (j) Engine Type Four Cylinder, Direct
Drive, Horizontally Drive, Horizontally
Opposed, Air Cooled Opposed, Air Cooled
1.5 PROPELLER 1.5 PROPELLER
(a) Number of Propellers 1 (a) Number of Propellers 1

(b) Propeller Manufacturer Sensenich (b) Propeller Manufacturer Sensenich
(c) Model 72CK-0-56 (c) Model 72CK-0-56
(d) Number of Blades 2 (d) Number of Blades 2
(e) Propeller Diameter (in.) (e) Propeller Diameter (in.)
(1) Maximum 72 (1) Maximum 72
(2) Minimum 70 (2) Minimum 70
(f) Propeller Type Fixed Pitch (f) Propeller Type Fixed Pitch
1.7 FUEL 1.7 FUEL
(a) Fuel Capacity (U.S. gal.) (total) 32 (a) Fuel Capacity (U.S. gal.) (total) 32
(b) Usable Fuel (U.S. gal.) (total) 30 (b) Usable Fuel (U.S. gal.) (total) 30
(c) Fuel Grade, Aviation (c) Fuel Grade, Aviation
(1) Minimum Octane 100/130-Green (1) Minimum Octane 100/130-Green
(2) Specified Octane 100/130-Green (2) Specified Octane 100/130-Green
100-Green 100-Green
100LL-Blue 100LL-Blue
(3) Alternate Fuels* 115/145-Purple (3) Alternate Fuels* 115/145-Purple
*Alternate Fuels refers to military grade with 4.6 ml of TEL. See Section *Alternate Fuels refers to military grade with 4.6 ml of TEL. See Section
8.25, Fuel System. 8.25, Fuel System.
ISSUED: JANAURY 20, 1978 REPORT: 2126 ISSUED: JANAURY 20, 1978 REPORT: 2126
REVISED: MARCH 1, 1979 1-3 REVISED: MARCH 1, 1979 1-3
1.9 OIL 1.9 OIL
(a) Oil Capacity (U.S. qts.) 6 (a) Oil Capacity (U.S. qts.) 6
(b) Oil specification Refer to latest issue (b) Oil specification Refer to latest issue
of Lycoming Service of Lycoming Service
Instruction 1014. Instruction 1014.
(c) Oil Viscosity Refer to Section 8 - (c) Oil Viscosity Refer to Section 8 -
paragraph 8.19. paragraph 8.19.
1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS
Normal Utility Normal Utility

(a) Maximum Takeoff Weight (lbs.) 1670 1670 (a) Maximum Takeoff Weight (lbs.) 1670 1670
(b) Maximum Landing Weight (lbs.) 1670 1670 (b) Maximum Landing Weight (lbs.) 1670 1670
(c) Maximum Weight (lbs.) in Baggage (c) Maximum Weight (lbs.) in Baggage
Compartment at Fuselage Station Compartment at Fuselage Station
115.0 100 100 115.0 100 100
1.13 STANDARD AIRPLANE WEIGHTS* 1.13 STANDARD AIRPLANE WEIGHTS*
(a) Standard Empty Weight (lbs.): (a) Standard Empty Weight (lbs.):
Weight of a standard airplane includ- Weight of a standard airplane includ-
ing unusable fuel, full operating ing unusable fuel, full operating
fluids and full oil. 1128 fluids and full oil. 1128
(b) Maximum Useful Load (lbs.): The (b) Maximum Useful Load (lbs.): The
difference between the Maximum difference between the Maximum
Takeoff Weight and the Standard Takeoff Weight and the Standard
Empty Weight. 542 Empty Weight. 542
1.15 BAGGAGE SPACE 1.15 BAGGAGE SPACE
(a) Compartment Volume (cu. ft.) 20 (a) Compartment Volume (cu. ft.) 20
(b) Floor Loading (lbs. per sq. ft.) 25 (b) Floor Loading (lbs. per sq. ft.) 25
*These values are approximate and vary from one aircraft to another. Refer *These values are approximate and vary from one aircraft to another. Refer
to Figure 6-7 for the Standard Empty Weight value and the Useful Load to Figure 6-7 for the Standard Empty Weight value and the Useful Load
value to be used for C.G. calculations for the aircraft specified. value to be used for C.G. calculations for the aircraft specified.
1.17 SPECIFIC LOADINGS 1.17 SPECIFIC LOADINGS

(a) Wing Loading (lbs. per sq. ft.) 13.39 (a) Wing Loading (lbs. per sq. ft.) 13.39
(b) Power loading (lbs. per hp) 14.9 (b) Power loading (lbs. per hp) 14.9
1-5 1-5
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and termi- The following definitions are of symbols, abbreviations and termi-
nology used throughout the handbook and those which may be of added nology used throughout the handbook and those which may be of added
operational significance to the pilot. operational significance to the pilot.
(a) General Airspeed Terminology and Symbols (a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated CAS Calibrated Airspeed means the indicated
speed of an aircraft, corrected for position speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed and instrument error. Calibrated airspeed
is equal to true airspeed in standard is equal to true airspeed in standard
atmosphere at sea level. atmosphere at sea level.
KCAS Calibrated Airspeed expressed in “Knots.” KCAS Calibrated Airspeed expressed in “Knots.”
GS Ground Speed is the speed of an airplane GS Ground Speed is the speed of an airplane
relative to the ground. relative to the ground.
IAS Indicated Airspeed is the speed of an air- IAS Indicated Airspeed is the speed of an air-
craft as shown on the airspeed indicator craft as shown on the airspeed indicator
when corrected for instrument error. IAS when corrected for instrument error. IAS
values published in this handbook assume values published in this handbook assume
zero instrument error. zero instrument error.
KIAS Indicated Airspeed expressed in “Knots.” KIAS Indicated Airspeed expressed in “Knots.”
M Mach number is the ratio of true airspeed M Mach number is the ratio of true airspeed
to the speed of sound. to the speed of sound.
TAS True Airspeed is the airspeed of an airplane TAS True Airspeed is the airspeed of an airplane
relative to undisturbed air which is the relative to undisturbed air which is the
CAS corrected for altitude, temperature CAS corrected for altitude, temperature
and compressibility. and compressibility.
VA Maneuvering Speed is the maximum speed VA Maneuvering Speed is the maximum speed
at which application of full available at which application of full available
aerodynamic control will not overstress the aerodynamic control will not overstress the
airplane. airplane.
VFE Maximum Flap Extended Speed is the VFE Maximum Flap Extended Speed is the
highest speed permissible with wing flaps highest speed permissible with wing flaps
in a prescribed extended position. in a prescribed extended position.
1-6 REVISED: NOVEMBER 2, 1981 1-6 REVISED: NOVEMBER 2, 1981
VNE/MNE Never Exceed Speed or Mach Number is VNE/MNE Never Exceed Speed or Mach Number is
the speed limit that may not be exceeded at the speed limit that may not be exceeded at
any time. any time.
VNO Maximum Structural Cruising Speed is the VNO Maximum Structural Cruising Speed is the
speed that should not be exceeded except speed that should not be exceeded except
in smooth air and then only with caution. in smooth air and then only with caution.
VS Stalling Speed or the minimum steady VS Stalling Speed or the minimum steady
flight speed at which the airplane is con- flight speed at which the airplane is con-
trollable. trollable.
VSO Stalling Speed or the minimum steady flight VSO Stalling Speed or the minimum steady flight
speed at which the airplane is controllable speed at which the airplane is controllable
in the landing configuration. in the landing configuration.
VX Best Angle-of-Climb Speed is the airspeed VX Best Angle-of-Climb Speed is the airspeed
which delivers the greatest gain of altitude which delivers the greatest gain of altitude
in the shortest possible horizontal distance. in the shortest possible horizontal distance.
VY Best Rate-of-Climb Speed is the airspeed VY Best Rate-of-Climb Speed is the airspeed
which delivers the greatest gain in altitude which delivers the greatest gain in altitude
in the shortest possible time. in the shortest possible time.
(b) Meteorological Terminology (b) Meteorological Terminology
ISA International Standard Atmosphere in ISA International Standard Atmosphere in

which: The air is a dry perfect gas; The which: The air is a dry perfect gas; The
temperature at sea level is 15° Celsius (59° temperature at sea level is 15° Celsius (59°
Fahrenheit); The pressure at sea level is Fahrenheit); The pressure at sea level is
29.92 inches Hg (1013 mb); The tempera- 29.92 inches Hg (1013 mb); The tempera-
ture gradient from sea level to the altitude ture gradient from sea level to the altitude
at which the temperature is -56.5° C at which the temperature is -56.5° C
(-69.7°F) is -0.00198°C (-0.003566°F) per (-69.7°F) is -0.00198°C (-0.003566°F) per
foot and zero above that altitude. foot and zero above that altitude.
OAT Outside Air Temperature is the free air OAT Outside Air Temperature is the free air
static temperature obtained either from static temperature obtained either from
inflight temperature indications or ground inflight temperature indications or ground
meteorological sources, adjusted for in- meteorological sources, adjusted for in-
strument error and compressibility effects. strument error and compressibility effects.
REVISED: OCTOBER 13, 1978 1-7 REVISED: OCTOBER 13, 1978 1-7
Indicated The number actually read from an Indicated The number actually read from an
Pressure Altitude altimeter when the barometric subscale has Pressure Altitude altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013 been set to 29.92 inches of mercury (1013
millibars). millibars).
Pressure Altitude Altitude measured from standard sea-level Pressure Altitude Altitude measured from standard sea-level
pressure (29.92 in. Hg) by a pressure or pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated barometric altimeter. It is the indicated
pressure altitude corrected for position and pressure altitude corrected for position and
instrument error. In this handbook, instrument error. In this handbook,
altimeter instrument errors are assumed altimeter instrument errors are assumed
to be zero. to be zero.
Station Pressure Actual atmospheric pressure at field Station Pressure Actual atmospheric pressure at field
elevation. elevation.
Wind The wind velocities recorded as variables on Wind The wind velocities recorded as variables on
the charts of this handbook are to be the charts of this handbook are to be
understood as the headwind or tailwind understood as the headwind or tailwind
components of the reported winds. components of the reported winds.
(c) Power Terminology (c) Power Terminology
Takeoff Power Maximum power permissible for takeoff. Takeoff Power Maximum power permissible for takeoff.
Maximum Con- Maximum power permissible continuously Maximum Con- Maximum power permissible continuously
tinuous Power during flight. tinuous Power during flight.
Maximum Climb Maximum power permissible during Maximum Climb Maximum power permissible during
Power climb. Power climb.
Maximum Cruise Maximum power permissible during Maximum Cruise Maximum power permissible during
Power cruise. Power cruise.
(d) Engine Instruments (d) Engine Instruments
EGT Gauge Exhaust Gas Temperature Gauge EGT Gauge Exhaust Gas Temperature Gauge
1-8 1-8
Center of Gravity The point at which an airplane would Center of Gravity The point at which an airplane would
(C.G.) balance if suspended. Its distance from the (C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the reference datum is found by dividing the
total moment by the total weight of the total moment by the total weight of the
airplane. airplane.
C.G. Arm The arm obtained by adding the airplane’s C.G. Arm The arm obtained by adding the airplane’s
individual moments and dividing the sum individual moments and dividing the sum
by the total weight. by the total weight.
C.G. Limits The extreme center of gravity locations C.G. Limits The extreme center of gravity locations
within which the airplane must be operated within which the airplane must be operated
at a given weight. at a given weight.
Usable Fuel Fuel available for flight planning. Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been Unusable Fuel Fuel remaining after a runout test has been
completed in accordance with govern- completed in accordance with govern-
mental regulations. mental regulations.
Standard Empty Weight of a standard airplane including Standard Empty Weight of a standard airplane including
Weight unusable fuel, full operating fluids and full Weight unusable fuel, full operating fluids and full
oil. oil.
Basic Empty Standard empty weight plus optional Basic Empty Standard empty weight plus optional
Weight equipment. Weight equipment.
Payload Weight of occupants, cargo and baggage. Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or Useful Load Difference between takeoff weight, or
ramp weight if applicable, and basic empty ramp weight if applicable, and basic empty
weight. weight.
Maximum Ramp Maximum weight approved for ground Maximum Ramp Maximum weight approved for ground
Weight maneuver. (It includes weight of start, taxi Weight maneuver. (It includes weight of start, taxi
and run up fuel.) and run up fuel.)
1-10 1-10
Maximum Maximum weight approved for the start of Maximum Maximum weight approved for the start of
Takeoff Weight the takeoff run. Takeoff Weight the takeoff run.
Maximum Maximum weight approved for the landing Maximum Maximum weight approved for the landing
Landing Weight touchdown. Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel. Maximum Zero Maximum weight exclusive of usable fuel.
Fuel Weight Fuel Weight
1-11 1-11
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS

No. No. No. No.
2.1 General........................................................................................ 2-1 2.1 General........................................................................................ 2-1

2.3 Airspeed Limitations .................................................................. 2-1 2.3 Airspeed Limitations .................................................................. 2-1
2.5 Airspeed Indicator Markings ...................................................... 2-2 2.5 Airspeed Indicator Markings ...................................................... 2-2
2.7 Power Plant Limitations.............................................................. 2-2 2.7 Power Plant Limitations.............................................................. 2-2
2.9 Power Plant Instrument Markings .............................................. 2-3 2.9 Power Plant Instrument Markings .............................................. 2-3
2.11 Weight Limits ............................................................................. 2-4 2.11 Weight Limits ............................................................................. 2-4
2.13 Center of Gravity Limits............................................................. 2-4 2.13 Center of Gravity Limits............................................................. 2-4
2 15 Maneuver Limits......................................................................... 2-5 2 15 Maneuver Limits......................................................................... 2-5
2 17 Flight Maneuvering Load Factors............................................... 2-5 2 17 Flight Maneuvering Load Factors............................................... 2-5
2.18 Service Life Limits ..................................................................... 2-6 2.18 Service Life Limits ..................................................................... 2-6
2.19 Types of Operations .................................................................... 2-6 2.19 Types of Operations .................................................................... 2-6
2.21 Fuel Limitations.......................................................................... 2-7 2.21 Fuel Limitations.......................................................................... 2-7
2.23 Noise Levels ............................................................................... 2-7 2.23 Noise Levels ............................................................................... 2-7
2.25 Placards....................................................................................... 2-8 2.25 Placards....................................................................................... 2-8

2-i 2-i
PA-38-112, TOMAHAWK LIMITATIONS PA-38-112, TOMAHAWK LIMITATIONS
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS
2.1 GENERAL 2.1 GENERAL
This section provides the “FAA Approved” operating limitations, This section provides the “FAA Approved” operating limitations,
instrument markings, color coding and basic placards necessary for the instrument markings, color coding and basic placards necessary for the
operation of the airplane and its systems. operation of the airplane and its systems.
This airplane must be operated as a normal or utility category airplane This airplane must be operated as a normal or utility category airplane
in compliance with the operating limitations stated in the form of placards in compliance with the operating limitations stated in the form of placards
and markings and those given in this section and handbook. and markings and those given in this section and handbook.
Limitations associated with those optional systems and equipment Limitations associated with those optional systems and equipment
which require handbook supplements can be found in Section 9 which require handbook supplements can be found in Section 9
(Supplements). (Supplements).
2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS
SPEED KIAS KCAS SPEED KIAS KCAS
Design Maneuvering Speed (VA)- Do not Design Maneuvering Speed (VA)- Do not
make full or abrupt control movements make full or abrupt control movements
above this speed. above this speed.
1670 lbs. 103 101 1670 lbs. 103 101
1277 lbs. 90 88 1277 lbs. 90 88
CAUTION CAUTION
Maneuvering speed decreases at lighter weight Maneuvering speed decreases at lighter weight
as the effects of aerodynamic forces become as the effects of aerodynamic forces become
more pronounced. Linear interpolation may more pronounced. Linear interpolation may
be used for intermediate gross weights. be used for intermediate gross weights.
Maneuvering speed should not be exceeded Maneuvering speed should not be exceeded
while operating in rough air. while operating in rough air.
REVISED: MAY 10, 1982 2-1 REVISED: MAY 10, 1982 2-1
LIMITATIONS PA-38-112, TOMAHAWK LIMITATIONS PA-38-112, TOMAHAWK
SPEED KIAS KCAS SPEED KIAS KCAS
Never Exceed Speed (VNE) - Do not exceed Never Exceed Speed (VNE) - Do not exceed
this speed in any operation. 138 143 this speed in any operation. 138 143
Maximum Structural Cruising Speed Maximum Structural Cruising Speed

(VNO) - Do not exceed this speed except (VNO) - Do not exceed this speed except
in smooth air and then only with caution. 110 108 in smooth air and then only with caution. 110 108
Maximum Flaps Extended Speed (VFE) - Maximum Flaps Extended Speed (VFE) -
Do not exceed this speed with the flaps Do not exceed this speed with the flaps
extended. 89 87 extended. 89 87
2.5 AIRSPEED INDICATOR MARKINGS 2.5 AIRSPEED INDICATOR MARKINGS
MARKING IAS MARKING IAS
Red Radial Line (Never Exceed) 138 KTS Red Radial Line (Never Exceed) 138 KTS
Yellow Arc (Caution Range - Smooth 110 KTS to Yellow Arc (Caution Range - Smooth 110 KTS to
Air Only) 138 KTS Air Only) 138 KTS
Green Arc (Normal Operating Range) 48 KTS to Green Arc (Normal Operating Range) 48 KTS to
(Outboard Flow Strips Installed) 110 KTS (Outboard Flow Strips Installed) 110 KTS
Green Arc (Normal Operating Range) 52 KTS to Green Arc (Normal Operating Range) 52 KTS to
(Outboard and Inboard Flow Strips 110 KTS (Outboard and Inboard Flow Strips 110 KTS
Installed) Installed)
White Arc (Flap Down ) (Outboard Flow 47 KTS to White Arc (Flap Down ) (Outboard Flow 47 KTS to
Strips Installed) 89 KTS Strips Installed) 89 KTS
White Arc (Flap Down) (Outboard and 49 KTS to White Arc (Flap Down) (Outboard and 49 KTS to
Inboard Flow Strips Installed) 89 KTS Inboard Flow Strips Installed) 89 KTS
2.7 POWER PLANT LIMITATIONS 2.7 POWER PLANT LIMITATIONS
(a) Number of Engines 1 (a) Number of Engines 1

(b) Engine Manufacturer Lycoming (b) Engine Manufacturer Lycoming
(c) Engine Model No. O-235-L2C (with Slick Mags.) or (c) Engine Model No. O-235-L2C (with Slick Mags.) or
O-235-L2A (with Bendix Mags.) O-235-L2A (with Bendix Mags.)
2-2 REVISED: MARCH 1, 1979 2-2 REVISED: MARCH 1, 1979
(d) Engine Operating Limits (d) Engine Operating Limits

(1) Maximum Horsepower 112 (1) Maximum Horsepower 112
(2) Maximum Rotation Speed (RPM) 2600 (2) Maximum Rotation Speed (RPM) 2600
(3) Maximum Oil Temperature 245°F (3) Maximum Oil Temperature 245°F
(e) Oil Pressure (e) Oil Pressure
Minimum (red line) *15 PSI Minimum (red line) *15 PSI
Maximum (red line) 100 PSI Maximum (red line) 100 PSI
(f) Fuel Pressure (f) Fuel Pressure
Minimum (red line) .5 PSI Minimum (red line) .5 PSI
Maximum (red line) 8 PSI Maximum (red line) 8 PSI
(g) Fuel Grade - Minimum 100/130 - Green (g) Fuel Grade - Minimum 100/130 - Green
(h) Number of Propellers 1 (h) Number of Propellers 1
(i) Propeller Manufacturer Sensenich (i) Propeller Manufacturer Sensenich
(j) Propeller Model 72CK-0-56 (j) Propeller Model 72CK-0-56
(k) Propeller Diameter (k) Propeller Diameter
Maximum 72 IN. Maximum 72 IN.
Minimum 70 IN. Minimum 70 IN.
(l) Propeller Tolerance (static RPM at (l) Propeller Tolerance (static RPM at
maximum permissible throttle setting) maximum permissible throttle setting)
Not above 2350 RPM Not above 2350 RPM
Not below 2200 RPM Not below 2200 RPM
No additional tolerance permitted. No additional tolerance permitted.
(m) Winterization Kit (Optional) (m) Winterization Kit (Optional)
(1) Removed above 50° F OAT (1) Removed above 50° F OAT
(2) OAT gauge required (2) OAT gauge required
2.9 POWER PLANT INSTRUMENT MARKINGS 2.9 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer (a) Tachometer

Green Arc (Normal Operating Range) 500 to 2600 RPM Green Arc (Normal Operating Range) 500 to 2600 RPM
Red Line (Maximum Continuous Red Line (Maximum Continuous
Power) 2600 RPM Power) 2600 RPM
(b) Oil Temperature (b) Oil Temperature
Green Arc (Normal Operating Range) 75° to 245°F Green Arc (Normal Operating Range) 75° to 245°F
Red Line (Maximum) 245°F Red Line (Maximum) 245°F
(c) Oil Pressure (c) Oil Pressure
Green Arc (Normal Operating Range) 60 PSI to 90 PSI Green Arc (Normal Operating Range) 60 PSI to 90 PSI
Yellow Arc (Caution Range) (Idle) *15 PSI to 60 PSI Yellow Arc (Caution Range) (Idle) *15 PSI to 60 PSI
Yellow Arc (Ground Warm-Up) 90 PSI to 100 PSI Yellow Arc (Ground Warm-Up) 90 PSI to 100 PSI
Red Line (Minimum) *15 PSI Red Line (Minimum) *15 PSI
Red Line (Maximum) 100 PSI Red Line (Maximum) 100 PSI
*Minimum limit reduced from 25 psi. All models approved for 15 psi. *Minimum limit reduced from 25 psi. All models approved for 15 psi.
(d) Fuel Pressure (d) Fuel Pressure

Green Arc (Normal Operating Range) .5 PSI to 8 PSI Green Arc (Normal Operating Range) .5 PSI to 8 PSI
Red Line (Minimum) .5 PSI Red Line (Minimum) .5 PSI
Red Line (Maximum) 8 PSI Red Line (Maximum) 8 PSI
2.11 WEIGHT LIMITS 2.11 WEIGHT LIMITS

(a) Maximum Weight 1670 lbs. 1670 lbs. (a) Maximum Weight 1670 lbs. 1670 lbs.
(b) Maximum Baggage at Fuselage (b) Maximum Baggage at Fuselage
Station 115.0 100 lbs. 100 lbs.* Station 115.0 100 lbs. 100 lbs.*
CAUTION CAUTION
Baggage compartment loading should not Baggage compartment loading should not
exceed 25 lbs. per square foot. exceed 25 lbs. per square foot.
2.13 CENTER OF GRAVITY LIMITS 2.13 CENTER OF GRAVITY LIMITS
(a) Normal Category (a) Normal Category
Weight Forward Limit Rearward Limit Weight Forward Limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum Pounds Inches Aft of Datum Inches Aft of Datum
1670 73.5 78.5 1670 73.5 78.5

1277 72.4 78.5 1277 72.4 78.5
(b) Utility Category (b) Utility Category
Weight Forward limit Rearward Limit Weight Forward limit Rearward Limit
Pounds Inches Aft of Datum Inches Aft of Datum Pounds Inches Aft of Datum Inches Aft of Datum
1670 73.5 78.5 1670 73.5 78.5

1277 72.4 78.5 1277 72.4 78.5
*No baggage allowed for spins. *No baggage allowed for spins.
2-4 REVISED: JUNE 6, 1979 2-4 REVISED: JUNE 6, 1979
NOTES NOTES
Straight line variation between points given. Straight line variation between points given.
The datum used is 66.25 inches ahead of the The datum used is 66.25 inches ahead of the
wing leading edge. wing leading edge.
It is the responsibility of the airplane owner It is the responsibility of the airplane owner
and the pilot to insure that the airplane is and the pilot to insure that the airplane is
properly loaded. See Section 6 (Weight and properly loaded. See Section 6 (Weight and
Balance) for proper loading instructions. Balance) for proper loading instructions.
2.15 MANEUVER LIMITS 2.15 MANEUVER LIMITS
(a) Normal Category - All acrobatic maneuvers including spins (a) Normal Category - All acrobatic maneuvers including spins
prohibited. prohibited.
(b) Utility Category - Approved maneuvers for Utility Category Only. (b) Utility Category - Approved maneuvers for Utility Category Only.
MANEUVER ENTRY SPEED MANEUVER ENTRY SPEED
Spins (flaps up) Stall Spins (flaps up) Stall

Steep Turns 100 KIAS Steep Turns 100 KIAS
Lazy Eights 100 KIAS Lazy Eights 100 KIAS
Chandelles 100 KIAS Chandelles 100 KIAS
2.17 FLIGHT MANEUVERING LOAD FACTORS 2.17 FLIGHT MANEUVERING LOAD FACTORS

(a) Positive Load Factor (Maximum) (a) Positive Load Factor (Maximum)
(1) Flaps Up 3.8 G 4.4 G (1) Flaps Up 3.8 G 4.4 G
(2) Flaps Down 2.0 G 2.0 G (2) Flaps Down 2.0 G 2.0 G
(b) Negative Load Factor (Maximum) No inverted maneuvers (b) Negative Load Factor (Maximum) No inverted maneuvers
approved. approved.
REVISED: JANUARY 15, 1981 2-5 REVISED: JANUARY 15, 1981 2-5
2.18 SERVICE LIFE LIMITS 2.18 SERVICE LIFE LIMITS
(a) The lower longitudinal trim springs, drawing number 37523 or (a) The lower longitudinal trim springs, drawing number 37523 or
61916-2, have a life limit of 1500 hours. 61916-2, have a life limit of 1500 hours.
(b) The service life of the wing, drawing number 77352, and associated (b) The service life of the wing, drawing number 77352, and associated
structure has been established as 11,000 hours maximum. structure has been established as 11,000 hours maximum.
(c) The service life of the Steel Upper Rudder Hinge, drawing number (c) The service life of the Steel Upper Rudder Hinge, drawing number
77610-03, has been established as 5000 hours of operation. 77610-03, has been established as 5000 hours of operation.
(d) On aircraft with serial numbers 38-78A0001 through 38-80A0198, (d) On aircraft with serial numbers 38-78A0001 through 38-80A0198,
the service life of the fin spar attachment plate, drawing number the service life of the fin spar attachment plate, drawing number
77553-05, has been established as 3000 hours of operation. 77553-05, has been established as 3000 hours of operation.
(e) On aircraft with serial numbers 38-81A0001 through 38-82A0101 (e) On aircraft with serial numbers 38-81A0001 through 38-82A0101
without Piper Kit 764 421 installed, the service life of the fin spar without Piper Kit 764 421 installed, the service life of the fin spar
attachment plate, drawing number 77553-05, has been established attachment plate, drawing number 77553-05, has been established
as 3000 hours of operation. as 3000 hours of operation.
(f) On aircraft with serial numbers 38-81A0001 through 38-82A0101 (f) On aircraft with serial numbers 38-81A0001 through 38-82A0101
with Piper Kit 764 421 installed, the service life of the fin spar with Piper Kit 764 421 installed, the service life of the fin spar
attachment plate, drawing number 77553-05, has been established attachment plate, drawing number 77553-05, has been established
as 5000 hours of operation. as 5000 hours of operation.
(g) On aircraft with serial numbers 38-82A0102 and up, the service life (g) On aircraft with serial numbers 38-82A0102 and up, the service life
of the fin spar attachment plate, drawing number 77553-05, has of the fin spar attachment plate, drawing number 77553-05, has
been established as 5000 hours of operation. been established as 5000 hours of operation.
2.19 TYPES OF OPERATION 2.19 TYPES OF OPERATION
The airplane is approved for the following operations when equipped The airplane is approved for the following operations when equipped
in accordance with FAR 91. in accordance with FAR 91.
(a) Day V.F.R. (a) Day V.F.R.

(b) Night V.F.R. (b) Night V.F.R.
(c) Day I.F.R. (c) Day I.F.R.
(d) Night I.F.R. (d) Night I.F.R.
(e) Non Icing (e) Non Icing
2-6 REVISED: OCTOBER 29, 1982 2-6 REVISED: OCTOBER 29, 1982
2.21 FUEL LIMITATIONS 2.21 FUEL LIMITATIONS
(a) Total Capacity 32 U.S. GAL. (a) Total Capacity 32 U.S. GAL.
(b) Unusable fuel 2 U.S. GAL . (b) Unusable fuel 2 U.S. GAL .
The unusable fuel for this airplane has The unusable fuel for this airplane has
been determined as 1.0 gallon in each been determined as 1.0 gallon in each
wing in critical flight attitudes. wing in critical flight attitudes.
(c) Usable Fuel 30 U.S. GAL. (c) Usable Fuel 30 U.S. GAL.
The usable fuel in this airplane has The usable fuel in this airplane has
been determined as 15.0 gallons in each been determined as 15.0 gallons in each
wing. wing.
(d) Fuel remaining when a quantity indi- (d) Fuel remaining when a quantity indi-
cator reads zero cannot be used safely cator reads zero cannot be used safely
in flight. in flight.
2.23 NOISE LEVEL 2.23 NOISE LEVEL
The noise level of this aircraft is 67.8d B(A). The noise level of this aircraft is 67.8d B(A).
No determination has been made by the Federal Aviation No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of any airport. acceptable or unacceptable for operation at, into, or out of any airport.
The above statement notwithstanding, the noise level stated above has The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with FAR 36, Noise noise level test flights conducted in accordance with FAR 36, Noise
Standards - Aircraft Type and Airworthiness Certification. This aircraft Standards - Aircraft Type and Airworthiness Certification. This aircraft
model is in compliance with all FAR 36 noise standards applicable to this model is in compliance with all FAR 36 noise standards applicable to this
type. type.
2.25 PLACARDS 2.25 PLACARDS
In full view of the pilot: In full view of the pilot:
Except as may be otherwise indicated on a placard, the Except as may be otherwise indicated on a placard, the
markings and placards installed in this airplane contain markings and placards installed in this airplane contain
operating limitations which must be complied with when operating limitations which must be complied with when
operating this airplane in the normal category. Other operating this airplane in the normal category. Other
operating limitations which must be complied with when operating limitations which must be complied with when
operating this airplane in this category or in the utility operating this airplane in this category or in the utility
category are contained in the Pilots Operating Handbook. category are contained in the Pilots Operating Handbook.
Flaps up spins are approved for utility category operation. Flaps up spins are approved for utility category operation.
For spin recovery, use full rudder against the spin followed For spin recovery, use full rudder against the spin followed
immediately by forward wheel. immediately by forward wheel.
This airplane is approved for flight in day/night VFR/IFR This airplane is approved for flight in day/night VFR/IFR
when equipped in accordance with F.A.R. 91. Flight into when equipped in accordance with F.A.R. 91. Flight into
known icing conditions is prohibited. known icing conditions is prohibited.
DEMONSTRATED CROSSWIND COMPONENT 15 KNOTS DEMONSTRATED CROSSWIND COMPONENT 15 KNOTS
FLAPS EXTENDED SPINS PROHIBITED FLAPS EXTENDED SPINS PROHIBITED
UTILITY CATEGORY OPERATION ONLY UTILITY CATEGORY OPERATION ONLY

MANEUVERS ARE LIMITED TO THE FOLLOWING MANEUVERS ARE LIMITED TO THE FOLLOWING
ENTRY SPEED ENTRY SPEED

SPINS (FLAPS UP) STALL SPINS (FLAPS UP) STALL
STEEP TURNS 100 KIAS STEEP TURNS 100 KIAS
LAZY EIGHTS 100 KIAS LAZY EIGHTS 100 KIAS
CHANDELLES 100 KIAS CHANDELLES 100 KIAS
WARNING WARNING
TURN OFF STROBE LIGHTS WHEN IN TURN OFF STROBE LIGHTS WHEN IN
CLOSE PROXIMITY TO GROUND OR CLOSE PROXIMITY TO GROUND OR
DURING FLIGHT THROUGH CLOUD, DURING FLIGHT THROUGH CLOUD,
FOG OR HAZE. FOG OR HAZE.
TAKEOFF CHECK LIST TAKEOFF CHECK LIST
Fuel - Proper Tank Belts/harness - Fastened Fuel - Proper Tank Belts/harness - Fastened
Mixture - Set Flaps - Set Mixture - Set Flaps - Set
Electric Fuel Pump - On Trim - Set Electric Fuel Pump - On Trim - Set
Carburetor Heat - Off Controls - Free Carburetor Heat - Off Controls - Free
Engine Gages - Checked Doors - Latched Engine Gages - Checked Doors - Latched
Seats & Backs - Latched Seats & Backs - Latched
LANDING CHECK LIST LANDING CHECK LIST
Fuel - Proper Tank Seats & Backs - Latched Fuel - Proper Tank Seats & Backs - Latched
Mixture - Rich Flaps - Set (White Arc) Mixture - Rich Flaps - Set (White Arc)
Electric Fuel Pump - On Belts/Harness - Fastened Electric Fuel Pump - On Belts/Harness - Fastened
On baggage compartment aft bulkhead: On baggage compartment aft bulkhead:
BAGGAGE BAGGAGE
MAX. 100 LBS MAX. 100 LBS
SEE PILOTS OPERATING HANDBOOK SEE PILOTS OPERATING HANDBOOK

FOR LOAD DISTRIBUTION FOR LOAD DISTRIBUTION
In full view of the pilot, near the airspeed indicator: In full view of the pilot, near the airspeed indicator:
MANEUVERING SPEED 103 KIAS MANEUVERING SPEED 103 KIAS

AT 1670 LBS (SEE P.O.H.) AT 1670 LBS (SEE P.O.H.)
In full view of the pilot, on the throttle quadrant: In full view of the pilot, on the throttle quadrant:
FUEL REMAINING WHEN THE QUANTITY FUEL REMAINING WHEN THE QUANTITY
INDICATORS READ ZERO CANNOT BE USED INDICATORS READ ZERO CANNOT BE USED
SAFELY IN FLIGHT SAFELY IN FLIGHT
15 U. S. GAL. FUEL 15 U. S. GAL. 15 U. S. GAL. FUEL 15 U. S. GAL.

USABLE USABLE USABLE USABLE
L R L R
TANK TANK TANK TANK
In full view of the pilot, on the throttle quadrant: In full view of the pilot, on the throttle quadrant:
FUEL FUEL
OFF OFF
In full view of the pilot, near the carburetor heat control: In full view of the pilot, near the carburetor heat control:
OFF OFF
CARB. CARB.
HEAT HEAT
ON ON
On optional document container: On optional document container:
THIS CONTAINER PROVIDED FOR THIS CONTAINER PROVIDED FOR

AIRCRAFT DOCUMENTS MAXIMUM AIRCRAFT DOCUMENTS MAXIMUM
WEIGHT OF CONTENTS 1.5 LBS. WEIGHT OF CONTENTS 1.5 LBS.
WINTERIZATION PLATES (4) WINTERIZATION PLATES (4)

REMOVE WHEN AMBIENT REMOVE WHEN AMBIENT
TEMPERATURE EXCEEDS 50°F TEMPERATURE EXCEEDS 50°F
On lower side panel, adjacent to pilot seat (Aircraft with serial numbers On lower side panel, adjacent to pilot seat (Aircraft with serial numbers
38-78A0001 thru 38-81A0006): 38-78A0001 thru 38-81A0006):
STATIC STATIC
SYSTEM DRAIN SYSTEM DRAIN
2-10 REVISED: APRIL 30, 1981 2-10 REVISED: APRIL 30, 1981
In view of the pilot (Aircraft with serial numbers 38-78A000l thru In view of the pilot (Aircraft with serial numbers 38-78A000l thru
38-81A0006): 38-81A0006):
ALTERNATE STATIC ALTERNATE STATIC

SOURCE SOURCE
TO OPEN PUSH TO OPEN PUSH
FORWARD FORWARD
In view of the pilot (Aircraft with serial numbers 38-81A0007 and up): In view of the pilot (Aircraft with serial numbers 38-81A0007 and up):
ALTERNATE STATIC ALTERNATE STATIC

SOURCE SOURCE
STATIC STATIC
SYSTEM DRAIN SYSTEM DRAIN
TO OPEN RAISE TO OPEN RAISE
HANDLE HANDLE
ISSUED: APRIL 30, 1981 REPORT: 2126 ISSUED: APRIL 30, 1981 REPORT: 2126
2-11 2-11
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES

No. No. No. No.
3.1 General........................................................................................ 3-1 3.1 General........................................................................................ 3-1

3.3 Emergency Procedures Checklist ............................................... 3-2 3.3 Emergency Procedures Checklist ............................................... 3-2
Speeds .................................................................................... 3-2 Speeds .................................................................................... 3-2
Engine Inoperative Procedures .............................................. 3-2 Engine Inoperative Procedures .............................................. 3-2
Fire ......................................................................................... 3-4 Fire ......................................................................................... 3-4
Loss of Oil Pressure ............................................................... 3-5 Loss of Oil Pressure ............................................................... 3-5
Loss of Fuel Pressure ............................................................. 3-5 Loss of Fuel Pressure ............................................................. 3-5
High Oil Temperature ............................................................ 3-5 High Oil Temperature ............................................................ 3-5
Alternator Failure................................................................... 3-5 Alternator Failure................................................................... 3-5
Spin Recovery ........................................................................ 3-5 Spin Recovery ........................................................................ 3-5
Open Door.............................................................................. 3-6 Open Door.............................................................................. 3-6
Engine Roughness.................................................................. 3-6 Engine Roughness.................................................................. 3-6
3.5 Amplified Emergency Procedures (General).............................. 3-7 3.5 Amplified Emergency Procedures (General).............................. 3-7
3.7 Engine Inoperative Procedures ................................................... 3-7 3.7 Engine Inoperative Procedures ................................................... 3-7
Engine Power Loss During Takeoff (Not Airborne).............. 3-7 Engine Power Loss During Takeoff (Not Airborne).............. 3-7
Engine Power Loss During Takeoff (If Airborne) ................. 3-7 Engine Power Loss During Takeoff (If Airborne) ................. 3-7
Engine Power Loss In Flight.................................................. 3-8 Engine Power Loss In Flight.................................................. 3-8
Power off Landing ................................................................. 3-9 Power off Landing ................................................................. 3-9
3.9 Fire.............................................................................................. 3-9 3.9 Fire.............................................................................................. 3-9
Engine Fire During Start........................................................ 3-9 Engine Fire During Start........................................................ 3-9
Fire In Flight .......................................................................... 3-10 Fire In Flight .......................................................................... 3-10
3.1 I Loss of Oil Pressure.................................................................... 3-11 3.1 I Loss of Oil Pressure.................................................................... 3-11
3.13 Loss Of Fuel Pressure................................................................. 3-11 3.13 Loss Of Fuel Pressure................................................................. 3-11
3.15 High Oil Temperature ................................................................. 3-11 3.15 High Oil Temperature ................................................................. 3-11
3.17 Alternator Failure........................................................................ 3-12 3.17 Alternator Failure........................................................................ 3-12
3.19 Spin Recovery (Unintentional Spin)........................................... 3-12 3.19 Spin Recovery (Unintentional Spin)........................................... 3-12
3.21 Open Door .................................................................................. 3-13 3.21 Open Door .................................................................................. 3-13
3.23 Engine Roughness ...................................................................... 3-13 3.23 Engine Roughness ...................................................................... 3-13
3.25 Loss of Pitot-Static Pressure....................................................... 3-14 3.25 Loss of Pitot-Static Pressure....................................................... 3-14

3-i 3-i
PA-38-112, TOMAHAWK EMERGENCY PROCEDURES PA-38-112, TOMAHAWK EMERGENCY PROCEDURES
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES
The recommended procedures for coping with various types of The recommended procedures for coping with various types of
emergencies and critical situations are provided by this section. All of required emergencies and critical situations are provided by this section. All of required
(FAA regulations) emergency procedures and those necessary for operation of (FAA regulations) emergency procedures and those necessary for operation of
the airplane as determined by the operating and design features of the airplane the airplane as determined by the operating and design features of the airplane
are presented. are presented.
Emergency procedures associated with those optional systems and Emergency procedures associated with those optional systems and
equipment which require handbook supplements are provided in Section 9 equipment which require handbook supplements are provided in Section 9
The first portion of this section consists of an abbreviated emergency The first portion of this section consists of an abbreviated emergency
checklist which supplies an action sequence for critical situations with little checklist which supplies an action sequence for critical situations with little
emphasis on the operation of systems. emphasis on the operation of systems.
The remainder of the section is devoted to amplified emergency The remainder of the section is devoted to amplified emergency
procedures containing additional information to provide the pilot with a more procedures containing additional information to provide the pilot with a more
complete understanding of the procedures. complete understanding of the procedures.
These procedures are suggested as a course of action for coping with the 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 particular condition described, but are not a substitute for sound judgment and
common sense. Pilots should familiarize themselves with the procedures given common sense. Pilots should familiarize themselves with the procedures given
in this section and be prepared to take appropriate action should an emergency in this section and be prepared to take appropriate action should an emergency
arise. arise.
Most basic emergency procedures, such as power off landings, are a Most basic emergency procedures, such as power off landings, are a
normal part of pilot training. Although these emergencies are discussed here, 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 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 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 which are not the same for all aircraft. It is suggested that the pilot review
standard emergency procedures periodically to remain proficient in them. standard emergency procedures periodically to remain proficient in them.
REVISED: APRIL 28, 1989 3-1 REVISED: APRIL 28, 1989 3-1
EMERGENCY PROCEDURES PA-38-112, TOMAHAWK EMERGENCY PROCEDURES PA-38-112, TOMAHAWK
3.3 EMERGENCY PROCEDURES CHECKLIST 3.3 EMERGENCY PROCEDURES CHECKLIST
SPEEDS SPEEDS
Stall speeds Stall speeds

1670 lbs (0° flap) (Outboard Flow Strips Installed)......................48 KIAS 1670 lbs (0° flap) (Outboard Flow Strips Installed)......................48 KIAS
1670 lbs. (full flap) (Outboard Flow Strips Installed)...................47 KIAS 1670 lbs. (full flap) (Outboard Flow Strips Installed)...................47 KIAS
1670 lbs. (0° flap) (Outboard and Inboard Flow 1670 lbs. (0° flap) (Outboard and Inboard Flow
Strips Installed) ............................................................................52 KIAS Strips Installed) ............................................................................52 KIAS
1670 lbs. (full flap) (Outboard and Inboard Flow 1670 lbs. (full flap) (Outboard and Inboard Flow
Maneuvering speeds Maneuvering speeds
1670 lbs ......................................................................................103 KIAS 1670 lbs ......................................................................................103 KIAS
1277 lbs........................................................................................90 KIAS 1277 lbs........................................................................................90 KIAS
Never exceed speed.........................................................................138 KIAS Never exceed speed.........................................................................138 KIAS
Power off glide speeds Power off glide speeds
1670 lbs. (0° flap).........................................................................70 KIAS 1670 lbs. (0° flap).........................................................................70 KIAS
ENGINE INOPERATIVE PROCEDURES ENGINE INOPERATIVE PROCEDURES
ENGINE POWER LOSS DURING TAKEOFF (NOT AIRBORNE) ENGINE POWER LOSS DURING TAKEOFF (NOT AIRBORNE)
Sufficient runway remaining: Sufficient runway remaining:

Throttle ..............................................................................close immediately Throttle ..............................................................................close immediately
Brakes ..................................................................................apply as required Brakes ..................................................................................apply as required
Stop straight ahead. Stop straight ahead.
Insufficient runway remaining: Insufficient runway remaining:

Throttle ..............................................................................close immediately Throttle ..............................................................................close immediately
Brakes ..................................................................................apply as required Brakes ..................................................................................apply as required
Mixture .................................................................................IDLE CUT-OFF Mixture .................................................................................IDLE CUT-OFF
Fuel selector ............................................................................................OFF Fuel selector ............................................................................................OFF
Master switch ..........................................................................................OFF Master switch ..........................................................................................OFF
Magnetos .................................................................................................OFF Magnetos .................................................................................................OFF
Maintain directional control and maneuver to avoid obstacles. Maintain directional control and maneuver to avoid obstacles.
ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE) ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE)
Sufficient runway remaining: Sufficient runway remaining:

Airspeed ..........................................................................maintain above stall Airspeed ..........................................................................maintain above stall
Directional control ............................................................................maintain Directional control ............................................................................maintain
Land straight ahead. Land straight ahead.
3-2 REVISED: DECEMBER 18, 1978 3-2 REVISED: DECEMBER 18, 1978
Insufficient runway remaining: Insufficient runway remaining:

Throttle ...................................................................................................close Throttle ...................................................................................................close
Mixture . ...............................................................................IDLE CUT-OFF Mixture . ...............................................................................IDLE CUT-OFF
Flaps................................................................................as situation requires Flaps................................................................................as situation requires
Directional control.........................................................maintain - make only Directional control.........................................................maintain - make only
shallow turns to avoid obstacles. shallow turns to avoid obstacles.
If sufficient altitude has been gained to attempt a restart: If sufficient altitude has been gained to attempt a restart:
Fuel selector ....................................................................switch to other tank Fuel selector ....................................................................switch to other tank
containing fuel containing fuel
Electric fuel pump .....................................................................................ON Electric fuel pump .....................................................................................ON
Mixture..................................................................................................RICH Mixture..................................................................................................RICH
Carburetor heat..........................................................................................ON Carburetor heat..........................................................................................ON
If power is not regained proceed with power off landing. If power is not regained proceed with power off landing.
ENGINE POWER LOSS IN FLIGHT ENGINE POWER LOSS IN FLIGHT
Fuel selector ....................................................................switch to other tank Fuel selector ....................................................................switch to other tank
containing fuel containing fuel
Mixture..................................................................................................RICH Mixture..................................................................................................RICH
Engine gauges .................................................................check for indication Engine gauges .................................................................check for indication
of cause of power loss of cause of power loss
Primer...................................................................................................locked Primer...................................................................................................locked
If no fuel pressure is indicated, check that fuel selector is on a tank If no fuel pressure is indicated, check that fuel selector is on a tank
containing fuel. containing fuel.
If power has not been restored: If power has not been restored:
Ignition switch ..................................................L then R. then back to BOTH Ignition switch ..................................................L then R. then back to BOTH
Throttle and mixture .......................................................try different settings Throttle and mixture .......................................................try different settings
When power is restored: When power is restored:

Carburetor heat ........................................................................................OFF Carburetor heat ........................................................................................OFF
Electric fuel pump ...................................................................................OFF Electric fuel pump ...................................................................................OFF
If power cannot be restored: If power cannot be restored:

Trim for best glide angle (70 KIAS) and prepare for power off landing. Trim for best glide angle (70 KIAS) and prepare for power off landing.
3-3 3-3
POWER OFF LANDING POWER OFF LANDING
Trim for best glide angle (70 KIAS). Trim for best glide angle (70 KIAS).
Locate most suitable landing area. Locate most suitable landing area.
Establish spiral pattern. Establish spiral pattern.
1000 feet above field at downwind position for normal landing approach. 1000 feet above field at downwind position for normal landing approach.
When field can be easily reached, slow to 62 KIAS* or 67 KIAS** for When field can be easily reached, slow to 62 KIAS* or 67 KIAS** for
shortest landing with a full stall touchdown. Touchdowns should normally shortest landing with a full stall touchdown. Touchdowns should normally
be made at lowest possible airspeed with full flaps. be made at lowest possible airspeed with full flaps.
When committed to landing: When committed to landing:

Ignition ....................................................................................................OFF Ignition ....................................................................................................OFF
Seat belts and harness . ............................................................................tight Seat belts and harness . ............................................................................tight
FIRE FIRE
ENGINE FIRE DURING START ENGINE FIRE DURING START
Starter .........................................................................................crank engine Starter .........................................................................................crank engine

Throttle ...................................................................................................open Throttle ...................................................................................................open
Abandon airplane if fire continues. Abandon airplane if fire continues.
FIRE IN FLIGHT FIRE IN FLIGHT
Source of fire .........................................................................................check Source of fire .........................................................................................check
Engine fire: Engine fire:

Throttle .................................................................................................closed Throttle .................................................................................................closed
Mixture .................................................................................IDLE CUT-OFF Mixture .................................................................................IDLE CUT-OFF
Cabin heat................................................................................................OFF Cabin heat................................................................................................OFF
Defroster..................................................................................................OFF Defroster..................................................................................................OFF
Prepare for power off landing. Prepare for power off landing.
*Outboard Flow Strips Installed *Outboard Flow Strips Installed

**Outboard and Inboard Flow Strips Installed **Outboard and Inboard Flow Strips Installed
Electrical fire (smoke in cabin): Electrical fire (smoke in cabin):

Cabin heat................................................................................................OFF Cabin heat................................................................................................OFF
Defroster..................................................................................................OFF Defroster..................................................................................................OFF
Vents .................................................................................open to clear cabin Vents .................................................................................open to clear cabin
Land as soon as practicable. Land as soon as practicable.
LOSS OF OIL PRESSURE LOSS OF OIL PRESSURE
Land as soon as possible and investigate cause. Land as soon as possible and investigate cause.
LOSS OF FUEL PRESSURE LOSS OF FUEL PRESSURE

Fuel selector .......................................................................check on full tank Fuel selector .......................................................................check on full tank
HIGH OIL TEMPERATURE HIGH OIL TEMPERATURE
Land at nearest airport and investigate the problem. Land at nearest airport and investigate the problem.
ALTERNATOR FAILURE ALTERNATOR FAILURE
Verify failure Verify failure

Reduce electrical load as much as possible. Reduce electrical load as much as possible.
Alternator circuit breaker.......................................................................check Alternator circuit breaker.......................................................................check
Alt switch ........................................................................OFF (for 1 second), Alt switch ........................................................................OFF (for 1 second),
then ON then ON
If no output: If no output:
Alt switch ................................................................................................OFF Alt switch ................................................................................................OFF
Reduce electrical load and land as soon as practical. Reduce electrical load and land as soon as practical.
SPIN RECOVERY (UNINTENTIONAL SPIN) SPIN RECOVERY (UNINTENTIONAL SPIN)
Ailerons ...............................................................................................neutral Ailerons ...............................................................................................neutral

Rudder ....................................................................................full opposite to Rudder ....................................................................................full opposite to
direction of rotation direction of rotation
3-5 3-5
Control wheel...............................................................................full forward Control wheel...............................................................................full forward

Throttle ...................................................................................................close Throttle ...................................................................................................close
Rudder ...............................................................neutral (when rotation stops) Rudder ...............................................................neutral (when rotation stops)
Control wheel.............................................................as required to smoothly Control wheel.............................................................as required to smoothly
regain level flight attitude regain level flight attitude
Flaps .....................................................................................................retract Flaps .....................................................................................................retract
OPEN DOOR OPEN DOOR
If both upper and side latches are open, the door will trail slightly open and If both upper and side latches are open, the door will trail slightly open and
airspeeds will be reduced slightly. airspeeds will be reduced slightly.
To close the door in flight: To close the door in flight:

Slow airplane to 90 KIAS Slow airplane to 90 KIAS
Cabin vents .............................................................................................close Cabin vents .............................................................................................close
Storm window .........................................................................................open Storm window .........................................................................................open
If upper latch is open...............................................................................latch If upper latch is open...............................................................................latch

If side latch is open ......................................................pull on arm rest while If side latch is open ......................................................pull on arm rest while
moving latch handle to moving latch handle to
latched position. latched position.
If both latches are open ...........................................................latch side latch If both latches are open ...........................................................latch side latch
then top latch then top latch
ENGINE ROUGHNESS ENGINE ROUGHNESS
If roughness continues after one minute: If roughness continues after one minute:
Mixture ................................................................adjust for max. smoothness Mixture ................................................................adjust for max. smoothness
Fuel selector ...............................................................................switch tanks Fuel selector ...............................................................................switch tanks
Engine gauges........................................................................................check Engine gauges........................................................................................check
Magneto switch .............................................................L then R, then BOTH Magneto switch .............................................................L then R, then BOTH
If operation is satisfactory on either one, continue on that magneto at If operation is satisfactory on either one, continue on that magneto at
reduced power and full “RICH” mixture to first airport. reduced power and full “RICH” mixture to first airport.
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional The following paragraphs are presented to supply additional
information for the purpose of providing the pilot with a more complete information for the purpose of providing the pilot with a more complete
understanding of the recommended course of action and probable cause of understanding of the recommended course of action and probable cause of
an emergency situation. an emergency situation.
3.7 ENGINE INOPERATIVE PROCEDURES 3.7 ENGINE INOPERATIVE PROCEDURES
ENGINE POWER LOSS DURING TAKEOFF (NOT AIRBORNE) ENGINE POWER LOSS DURING TAKEOFF (NOT AIRBORNE)
If engine failure occurs before the airplane has lifted off, and if there is If engine failure occurs before the airplane has lifted off, and if there is
sufficient runway left for a safe stop, simply maintain directional control, sufficient runway left for a safe stop, simply maintain directional control,
close the throttle, and brake to a stop. close the throttle, and brake to a stop.
If there is not sufficient runway remaining for a safe stop, close the If there is not sufficient runway remaining for a safe stop, close the
throttle, apply maximum braking, pull the mixture control to IDLE CUT- throttle, apply maximum braking, pull the mixture control to IDLE CUT-
OFF, and turn OFF the fuel selector, the master switch and the magnetos. OFF, and turn OFF the fuel selector, the master switch and the magnetos.
Maintain directional control, slow the airplane as much as possible, and Maintain directional control, slow the airplane as much as possible, and
maneuver to avoid obstacles. maneuver to avoid obstacles.
ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE) ENGINE POWER LOSS DURING TAKEOFF (IF AIRBORNE)
If engine failure occurs after the airplane has lifted off, and if sufficient If engine failure occurs after the airplane has lifted off, and if sufficient
landing area remains for a touchdown and stop, lower the nose and maintain landing area remains for a touchdown and stop, lower the nose and maintain
airspeed to avoid a stall. Maintain directional control and land and stop airspeed to avoid a stall. Maintain directional control and land and stop
straight ahead. straight ahead.
If liftoff has occurred and there is not sufficient landing area remaining If liftoff has occurred and there is not sufficient landing area remaining
for a safe landing and stop, maintain a safe airspeed to avoid a stall. Close for a safe landing and stop, maintain a safe airspeed to avoid a stall. Close
the throttle, pull the mixture control to IDLE CUT-OFF, and turn OFF the the throttle, pull the mixture control to IDLE CUT-OFF, and turn OFF the
fuel selector, the master switch, and the magnetos. Use of flaps depends fuel selector, the master switch, and the magnetos. Use of flaps depends
upon the circumstances; however, normally full flaps allow the slowest and upon the circumstances; however, normally full flaps allow the slowest and
softest touchdown. softest touchdown.
At low altitudes with a failed engine, turns should not be attempted, At low altitudes with a failed engine, turns should not be attempted,
except for slight and gentle deviations to avoid obstacles. A controlled crash except for slight and gentle deviations to avoid obstacles. A controlled crash
landing straight ahead is preferable to risking a stall which could result in an landing straight ahead is preferable to risking a stall which could result in an
uncontrolled roll and crash out of a turn. uncontrolled roll and crash out of a turn.
ISSUED: JANUARY 20, l978 REPORT: 2126 ISSUED: JANUARY 20, l978 REPORT: 2126
3-7 3-7
If sufficient altitude has been gained to permit a restart attempt, If sufficient altitude has been gained to permit a restart attempt,
maintain a safe airspeed and switch the fuel selector to another tank maintain a safe airspeed and switch the fuel selector to another tank
containing fuel. Check the electric fuel pump to ensure that it is ON. Check containing fuel. Check the electric fuel pump to ensure that it is ON. Check
that the mixture control is set RICH and that carburetor heat is ON. If that the mixture control is set RICH and that carburetor heat is ON. If
engine failure was caused by fuel exhaustion, power will not be regained engine failure was caused by fuel exhaustion, power will not be regained
after switching tanks until the empty fuel lines are filled. This may require after switching tanks until the empty fuel lines are filled. This may require
up to ten seconds. up to ten seconds.
If the propeller has stopped turning, it will be necessary to engage the If the propeller has stopped turning, it will be necessary to engage the
starter to execute a restart. If power is not regained, proceed with a Power starter to execute a restart. If power is not regained, proceed with a Power
Off Landing. Off Landing.
ENGINE POWER LOSS IN FLIGHT ENGINE POWER LOSS IN FLIGHT
A complete loss of power is usually caused by a fuel flow interruption, A complete loss of power is usually caused by a fuel flow interruption,
in which case power will be restored shortly after fuel flow is restored. If in which case power will be restored shortly after fuel flow is restored. If
power loss occurs at a low altitude, the first step should be to prepare for an power loss occurs at a low altitude, the first step should be to prepare for an
emergency Power Off Landing. Maintain an airspeed of at least 70 KIAS. emergency Power Off Landing. Maintain an airspeed of at least 70 KIAS.
If altitude permits, attempt a restart. Switch the fuel selector to another If altitude permits, attempt a restart. Switch the fuel selector to another
tank containing fuel. Turn ON the electric fuel pump, set the mixture RICH, tank containing fuel. Turn ON the electric fuel pump, set the mixture RICH,
and turn ON carburetor heat. and turn ON carburetor heat.
Check the engine gauges for an indication of the cause of the power loss. Check the engine gauges for an indication of the cause of the power loss.
Be sure that the primer is locked if one is installed. If no fuel pressure is Be sure that the primer is locked if one is installed. If no fuel pressure is
indicated, check the fuel selector to be sure that it is on a tank containing indicated, check the fuel selector to be sure that it is on a tank containing
fuel. If fuel exhaustion is the problem, it may take up to ten seconds after fuel. If fuel exhaustion is the problem, it may take up to ten seconds after
switching tanks for empty fuel lines to fill and for power to be restored. If switching tanks for empty fuel lines to fill and for power to be restored. If
there is water contamination of the fuel, fuel pressure indications will be there is water contamination of the fuel, fuel pressure indications will be
normal. Water in the fuel could take some time to be passed through, and normal. Water in the fuel could take some time to be passed through, and
allowing the propeller to windmill may restore power. If the propeller has allowing the propeller to windmill may restore power. If the propeller has
stopped turning, engage the starter. stopped turning, engage the starter.
When power is restored and the engine is operating smoothly, turn OFF When power is restored and the engine is operating smoothly, turn OFF
the carburetor heat and the electric fuel pump. the carburetor heat and the electric fuel pump.
If the preceding steps do not restore power, prepare for an emergency If the preceding steps do not restore power, prepare for an emergency
Power Off Landing. If time permits, try turning the ignition switch to L, then Power Off Landing. If time permits, try turning the ignition switch to L, then
to R, then back to BOTH. Try moving the throttle and mixture controls to to R, then back to BOTH. Try moving the throttle and mixture controls to
various settings. This may restore power if the problem is too rich or too lean various settings. This may restore power if the problem is too rich or too lean
a mixture or if there is a partial fuel system restriction. a mixture or if there is a partial fuel system restriction.
If power is not regained, proceed with preparations for a Power Off If power is not regained, proceed with preparations for a Power Off
Landing. Landing.
3-8 3-8
POWER OFF LANDING POWER OFF LANDING
If loss of power occurs at altitude, trim the airplane for best gliding angle If loss of power occurs at altitude, trim the airplane for best gliding angle
(70 KIAS), and look for a suitable landing area. If the procedures for (70 KIAS), and look for a suitable landing area. If the procedures for
restoring power are not effective, and if time permits, check charts for restoring power are not effective, and if time permits, check charts for
airports in the immediate vicinity; it may be possible to reach one if the airports in the immediate vicinity; it may be possible to reach one if the
airplane’s altitude is sufficient. If possible, notify the FAA by radio of the airplane’s altitude is sufficient. If possible, notify the FAA by radio of the
situation and intended course of action. If another pilot or a passenger is situation and intended course of action. If another pilot or a passenger is
aboard, that person may assist. aboard, that person may assist.
After locating the most suitable landing area, establish a spiral pattern After locating the most suitable landing area, establish a spiral pattern
around the field. Try to be at 1000 feet above the field at the downwind around the field. Try to be at 1000 feet above the field at the downwind
position to make a normal landing approach. When assured of reaching the position to make a normal landing approach. When assured of reaching the
field, slow to 62 KIAS* or 67 BIAS** for the shortest landing. Excess field, slow to 62 KIAS* or 67 BIAS** for the shortest landing. Excess
altitude may be lost by widening the pattern, extending flaps, slipping, altitude may be lost by widening the pattern, extending flaps, slipping,
or a combination of these methods. or a combination of these methods.
Once committed to a landing, shut OFF the ignition, the master switch, Once committed to a landing, shut OFF the ignition, the master switch,
and the fuel selector. Pull the mixture to IDLE CUT-OFF. Tighten seat and the fuel selector. Pull the mixture to IDLE CUT-OFF. Tighten seat
belts and shoulder harness. belts and shoulder harness.
Flaps may be used as deemed necessary. Normally a full stall touchdown Flaps may be used as deemed necessary. Normally a full stall touchdown
should be made at the lowest possible airspeed with flaps fully extended. should be made at the lowest possible airspeed with flaps fully extended.
3.9 FIRE 3.9 FIRE
ENGINE FIRE DURING START ENGINE FIRE DURING START
Engine fires during start are usually the result of overpriming. The first Engine fires during start are usually the result of overpriming. The first
step in extinguishing the fire is to cut off the source of fuel and to keep the step in extinguishing the fire is to cut off the source of fuel and to keep the
engine turning to use up excess fuel. engine turning to use up excess fuel.
Continue cranking the engine with the starter, while pulling the mixture Continue cranking the engine with the starter, while pulling the mixture
control to IDLE CUT-OFF and advancing the throttle fully open. Turn control to IDLE CUT-OFF and advancing the throttle fully open. Turn
OFF the electric fuel pump and the fuel selector. Radio for assistance if OFF the electric fuel pump and the fuel selector. Radio for assistance if
possible. possible.
If the engine has started, it should be left running. It the engine is not If the engine has started, it should be left running. It the engine is not
running, continue cranking with the starter. This is an attempt to draw the running, continue cranking with the starter. This is an attempt to draw the
fire back into the engine. fire back into the engine.

REVISED: DECEMBER 18, 1978 3-9 REVISED: DECEMBER 18, 1978 3-9
If the fire continues, leave the fuel selector OFF and the mixture at If the fire continues, leave the fuel selector OFF and the mixture at
IDLE CUT-OFF, and abandon the airplane, applying the best external IDLE CUT-OFF, and abandon the airplane, applying the best external
extinguishing means available. extinguishing means available.
If the fire is on the ground near the airplane, it may be possible to taxi If the fire is on the ground near the airplane, it may be possible to taxi
to safety. to safety.
FIRE IN FLIGHT FIRE IN FLIGHT
The presence of fire is indicated by smoke, smell, or heat. It is essential The presence of fire is indicated by smoke, smell, or heat. It is essential
that the source of the fire be promptly identified through instrument that the source of the fire be promptly identified through instrument
readings, character of the smoke or other indications, since the action to be readings, character of the smoke or other indications, since the action to be
taken differs in each case. taken differs in each case.
If an engine fire is indicated, immediately turn the fuel selector OFF If an engine fire is indicated, immediately turn the fuel selector OFF
and close the throttle. Pull the mixture control to IDLE CUT-OFF. Be sure and close the throttle. Pull the mixture control to IDLE CUT-OFF. Be sure
that the electric fuel pump is OFF. Turn OFF the cabin heat and defroster. that the electric fuel pump is OFF. Turn OFF the cabin heat and defroster.
If radio transmission is not required, turn OFF the master switch. Proceed If radio transmission is not required, turn OFF the master switch. Proceed
with a Power Off Landing. with a Power Off Landing.
NOTE NOTE
The possibility of an engine fire in flight is The possibility of an engine fire in flight is
extremely remote. The procedure given is extremely remote. The procedure given is
general and pilot judgment should be the general and pilot judgment should be the
determining factor for action in such an determining factor for action in such an
emergency. emergency.
If smoke or fumes in the cabin indicate an electrical fire, turn OFF the If smoke or fumes in the cabin indicate an electrical fire, turn OFF the
master switch. Turn OFF the cabin heat and defroster, and open the vents master switch. Turn OFF the cabin heat and defroster, and open the vents
to clear smoke and fumes from the cabin. Land as soon as practicable. to clear smoke and fumes from the cabin. Land as soon as practicable.
NOTES NOTES
When the master switch is turned off, the stall When the master switch is turned off, the stall
warning system will not function. warning system will not function.
During night flight a flashlight should be in During night flight a flashlight should be in
hand before turning off the master switch. hand before turning off the master switch.
3-10 3-10
3.11 LOSS OF OIL PRESSURE 3.11 LOSS OF OIL PRESSURE
Loss of oil pressure may be either partial or complete. A partial loss of Loss of oil pressure may be either partial or complete. A partial loss of
oil pressure usually indicates a malfunction in the oil pressure regulating oil pressure usually indicates a malfunction in the oil pressure regulating
system, and a landing should be made as soon as possible to allow system, and a landing should be made as soon as possible to allow
investigation of the cause and to prevent engine damage. investigation of the cause and to prevent engine damage.
A complete loss of oil pressure indication may signify oil exhaustion or 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 may be the result of a faulty gauge. In either case, proceed toward the
nearest airport, and be prepared for a forced landing. If the problem is not a nearest airport, and be prepared for a forced landing. If the problem is not a
pressure gauge malfunction, the engine may stop suddenly. Maintain pressure gauge malfunction, the engine may stop suddenly. Maintain
altitude until such time as a power off landing can be accomplished. Do not altitude until such time as a power off landing can be accomplished. Do not
change power settings unnecessarily, as this may hasten complete power change power settings unnecessarily, as this may hasten complete power
loss. loss.
Depending on the circumstances, it may be advisable to make an off Depending on the circumstances, it may be advisable to make an off
airport landing while power is still available, particularly if other indications airport landing while power is still available, particularly if other indications
of actual oil pressure loss, such as sudden increases in temperatures, or oil of actual oil pressure loss, such as sudden increases in temperatures, or oil
smoke, are apparent, and an airport is not close. smoke, are apparent, and an airport is not close.
If engine stoppage occurs, proceed with Power Off Landing. If engine stoppage occurs, proceed with Power Off Landing.
3.13 LOSS OF FUEL PRESSURE 3.13 LOSS OF FUEL PRESSURE
If loss of fuel pressure occurs, turn ON the electric fuel pump and check If loss of fuel pressure occurs, turn ON the electric fuel pump and check
that the fuel selector is on a tank containing fuel. that the fuel selector is on a tank containing fuel.
If the problem is not an empty tank, land as soon as practical and have If the problem is not an empty tank, land as soon as practical and have
the engine-driven fuel pump and fuel system checked. the engine-driven fuel pump and fuel system checked.
3.15 HIGH OIL TEMPERATURE 3.15 HIGH OIL TEMPERATURE
An abnormally high oil temperature indication may be caused by a low An abnormally high oil temperature indication may be caused by a low
oil level, an obstruction in the oil cooling installation, damaged or improper oil level, an obstruction in the oil cooling installation, damaged or improper
baffle seals, a defective gauge, or other causes. Land as soon as possible at baffle seals, a defective gauge, or other causes. Land as soon as possible at
an appropriate airport and have the cause investigated. an appropriate airport and have the cause investigated.
A steady, rapid rise in oil temperature is a sign of trouble. Land at the A steady, rapid rise in oil temperature is a sign of trouble. Land at the
nearest airport and let a mechanic investigate the problem. Watch the oil nearest airport and let a mechanic investigate the problem. Watch the oil
pressure gauge for an accompanying loss of pressure. pressure gauge for an accompanying loss of pressure.
3-11 3-11
3.17 ALTERNATOR FAILURE 3.17 ALTERNATOR FAILURE
Loss of alternator output is detected through zero reading on the Loss of alternator output is detected through zero reading on the
ammeter and illumination of the alternator warning light on the instrument ammeter and illumination of the alternator warning light on the instrument
panel. Before executing the following procedure, insure that the reading is panel. Before executing the following procedure, insure that the reading is
zero and not merely low by actuating an electrically powered device, such as zero and not merely low by actuating an electrically powered device, such as
the landing light. If no increase in the ammeter reading is noted, alternator the landing light. If no increase in the ammeter reading is noted, alternator
failure can be assumed. failure can be assumed.
The electrical load should be reduced as much as possible. Check the The electrical load should be reduced as much as possible. Check the
alternator circuit breaker for a popped circuit breaker. alternator circuit breaker for a popped circuit breaker.
The next step is to attempt to reset the overvoltage relay. This is The next step is to attempt to reset the overvoltage relay. This is
accomplished by turning the ALT switch OFF for one second and then ON. accomplished by turning the ALT switch OFF for one second and then ON.
If the trouble was caused by a momentary overvoltage condition (16.5 volts If the trouble was caused by a momentary overvoltage condition (16.5 volts
and up), this procedure should return the ammeter to a normal reading. and up), this procedure should return the ammeter to a normal reading.
If the ammeter continues to indicate zero output, or if the alternator If the ammeter continues to indicate zero output, or if the alternator
will not remain reset, turn off the ALT switch, maintain minimum electrical will not remain reset, turn off the ALT switch, maintain minimum electrical
load and land as soon as practical. All electrical load is being supplied by load and land as soon as practical. All electrical load is being supplied by
the battery. the battery.
3.19 SPIN RECOVERY (UNINTENTIONAL SPIN) 3.19 SPIN RECOVERY (UNINTENTIONAL SPIN)
Intentional spins are permitted only with flaps fully retracted for Intentional spins are permitted only with flaps fully retracted for
utility category operation. Should a spin be entered inadvertently, the utility category operation. Should a spin be entered inadvertently, the
following procedure should be initiated: following procedure should be initiated:
(a) Neutralize the ailerons. (a) Neutralize the ailerons.
(b) Apply and maintain full rudder opposite the direction of rotation. (b) Apply and maintain full rudder opposite the direction of rotation.
(c) As the rudder hits the stop, push the control wheel fully forward. (c) As the rudder hits the stop, push the control wheel fully forward.
As the stall is broken, relax forward pressure to prevent As the stall is broken, relax forward pressure to prevent
an excessive airspeed build up. an excessive airspeed build up.
(d) Close the throttle. (d) Close the throttle.
(e) As rotation stops, neutralize the rudder and ease back on the (e) As rotation stops, neutralize the rudder and ease back on the
control wheel to recover smoothly from the dive. control wheel to recover smoothly from the dive.
(f) Retract the flaps if they have been extended. (f) Retract the flaps if they have been extended.
NOTES NOTES
For more detailed information, see Spins in For more detailed information, see Spins in
Section 4 - Normal Procedures. Section 4 - Normal Procedures.
Inappropriate use of the spin recovery Inappropriate use of the spin recovery
procedure, such as during stall recovery, may procedure, such as during stall recovery, may
induce a spin entry. induce a spin entry.
3.21 OPEN DOOR 3.21 OPEN DOOR
The cabin doors on the Tomahawk are double latched; so the chances of The cabin doors on the Tomahawk are double latched; so the chances of
one springing open in flight at both the top and side are remote. However, if one springing open in flight at both the top and side are remote. However, if
improperly latched, a door may spring partially open. This will usually improperly latched, a door may spring partially open. This will usually
happen at takeoff or soon afterward. A partially open door will not affect happen at takeoff or soon afterward. A partially open door will not affect
normal flight characteristics, and a normal landing can be made with the normal flight characteristics, and a normal landing can be made with the
door open. door open.
If both upper and side latches are open, the door will trail slightly open, If both upper and side latches are open, the door will trail slightly open,
and airspeed will be reduced slightly. and airspeed will be reduced slightly.
To close the door in flight, slow the airplane to 90 KIAS, close the cabin To close the door in flight, slow the airplane to 90 KIAS, close the cabin
vents and open the storm window. If the top latch is open, latch it. If the side vents and open the storm window. If the top latch is open, latch it. If the side
latch is open, pull on the arm rest while moving the latch handle to the latch is open, pull on the arm rest while moving the latch handle to the
latched position. If both latches are open, close the side latch then the top latched position. If both latches are open, close the side latch then the top
latch. latch.
3.23 ENGINE ROUGHNESS 3.23 ENGINE ROUGHNESS
Engine roughness is usually due to carburetor icing which is indicated Engine roughness is usually due to carburetor icing which is indicated
by a drop in RPM, and may be accompanied by a slight loss of airspeed or by a drop in RPM, and may be accompanied by a slight loss of airspeed or
altitude. If too much ice is allowed to accumulate, restoration of full power altitude. If too much ice is allowed to accumulate, restoration of full power
may not be possible; therefore, prompt action is required. may not be possible; therefore, prompt action is required.
Turn carburetor heat ON (See Note). RPM will decrease slightly and Turn carburetor heat ON (See Note). RPM will decrease slightly and
roughness will increase. Wait for a decrease in engine roughness or an roughness will increase. Wait for a decrease in engine roughness or an
increase in RPM, indicating ice removal. If no change in approximately one increase in RPM, indicating ice removal. If no change in approximately one
minute, return the carburetor heat to OFF. minute, return the carburetor heat to OFF.
3-13 3-13
If the engine is still rough, adjust the mixture for maximum smoothness. If the engine is still rough, adjust the mixture for maximum smoothness.
The engine will run rough if too rich or too lean. The electric fuel pump The engine will run rough if too rich or too lean. The electric fuel pump
should be switched to ON and the fuel selector switched to the other tank to should be switched to ON and the fuel selector switched to the other tank to
see if fuel contamination is the problem. Check the engine gauges for see if fuel contamination is the problem. Check the engine gauges for
abnormal readings. If any gauge readings are abnormal, proceed accordingly. abnormal readings. If any gauge readings are abnormal, proceed accordingly.
Move the magneto switch to L then to R. then back to BOTH. Move the magneto switch to L then to R. then back to BOTH.
If operation is satisfactory on either magneto, proceed on that magneto at If operation is satisfactory on either magneto, proceed on that magneto at
reduced power, with mixture full RICH, to a landing at the first available reduced power, with mixture full RICH, to a landing at the first available
airport. airport.
If roughness persists, prepare for a precautionary landing at pilot’s If roughness persists, prepare for a precautionary landing at pilot’s
discretion . discretion .
NOTE NOTE
Partial carburetor heat may be worse than no Partial carburetor heat may be worse than no
heat at all, since it may melt part of the ice, heat at all, since it may melt part of the ice,
which will refreeze in the intake system. When which will refreeze in the intake system. When
using carburetor heat, therefore, always use full using carburetor heat, therefore, always use full
heat, and when ice is removed return the heat, and when ice is removed return the
control to the full cold position. control to the full cold position.
3.25 LOSS OF PITOT-STATIC PRESSURE 3.25 LOSS OF PITOT-STATIC PRESSURE
If loss of either pitot or static pressure or both occurs, the alternate If loss of either pitot or static pressure or both occurs, the alternate
source must be used. The control lever located under the left side of the source must be used. The control lever located under the left side of the
control quadrant should be pushed forward to the open position. control quadrant should be pushed forward to the open position.
Operation on an alternate static source will cause deviations in the Operation on an alternate static source will cause deviations in the
altimeter, rate of climb indicator and airspeed indicator readings. See the altimeter, rate of climb indicator and airspeed indicator readings. See the
correction card mounted on the left side of the control quadrant cover for correction card mounted on the left side of the control quadrant cover for
deviations. deviations.
If the problem is in the pitot head or pitot line and is caused by icing or If the problem is in the pitot head or pitot line and is caused by icing or
heavy rain conditions, the optional pitot heat may be activated if it is heavy rain conditions, the optional pitot heat may be activated if it is
installed. The switch for the heated pitot is located on the electrical switch installed. The switch for the heated pitot is located on the electrical switch
panel to the left of the control panel. A partially or completely blocked pitot panel to the left of the control panel. A partially or completely blocked pitot
head will give erratic or zero readings on the airspeed indicator. head will give erratic or zero readings on the airspeed indicator.
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

No. No. No. No.
4.1 General........................................................................................ 4-1 4.1 General........................................................................................ 4-1

43 Airspeeds for Safe Operations .................................................... 4-1 43 Airspeeds for Safe Operations .................................................... 4-1
4.5 Normal Procedures Checklist ..................................................... 4-3 4.5 Normal Procedures Checklist ..................................................... 4-3
Preflight Check ...................................................................... 4-3 Preflight Check ...................................................................... 4-3
Before Starting Engine........................................................... 4-5 Before Starting Engine........................................................... 4-5
Engine Start............................................................................ 4-5 Engine Start............................................................................ 4-5
Warm Up ................................................................................ 4-6 Warm Up ................................................................................ 4-6
Taxiing ................................................................................... 4-7 Taxiing ................................................................................... 4-7
Ground Check ........................................................................ 4-7 Ground Check ........................................................................ 4-7
Before Takeoff ....................................................................... 4-7 Before Takeoff ....................................................................... 4-7
Takeoff ................................................................................... 4-8 Takeoff ................................................................................... 4-8
Climb ..................................................................................... 4-9 Climb ..................................................................................... 4-9
Cruising.................................................................................. 4-9 Cruising.................................................................................. 4-9
Approach and Landing........................................................... 4-9 Approach and Landing........................................................... 4-9
Stopping Engine..................................................................... 4-9 Stopping Engine..................................................................... 4-9
Parking ................................................................................... 4-10 Parking ................................................................................... 4-10
4.7 Amplified Normal Procedures (General).................................... 4-11 4.7 Amplified Normal Procedures (General).................................... 4-11
4.9 Preflight Check ........................................................................... 4-11 4.9 Preflight Check ........................................................................... 4-11
4.11 Before Starting Engine ............................................................... 4-13 4.11 Before Starting Engine ............................................................... 4-13
4.13 Starting Engine ........................................................................... 4-14 4.13 Starting Engine ........................................................................... 4-14
4.15 Warm-Up .................................................................................... 4-17 4.15 Warm-Up .................................................................................... 4-17
4.17 Taxiing ........................................................................................ 4-17 4.17 Taxiing ........................................................................................ 4-17
4.19 Ground Check............................................................................. 4-17 4.19 Ground Check............................................................................. 4-17
4.21 Before Takeoff ............................................................................ 4-18 4.21 Before Takeoff ............................................................................ 4-18
4.23 Takeoff ........................................................................................ 4-19 4.23 Takeoff ........................................................................................ 4-19
4.25 Climb .......................................................................................... 4-20 4.25 Climb .......................................................................................... 4-20
4.27 Cruising....................................................................................... 4-20 4.27 Cruising....................................................................................... 4-20
4.29 Approach and Landing ............................................................... 4-21 4.29 Approach and Landing ............................................................... 4-21
4.31 Stopping Engine.......................................................................... 4-22 4.31 Stopping Engine.......................................................................... 4-22

4-i 4-i
TABLE OF CONTENTS (cont) TABLE OF CONTENTS (cont)
SECTION 4 (cont) SECTION 4 (cont)

No. No. No. No.
4.33 Parking ........................................................................................ 4-22 4.33 Parking ........................................................................................ 4-22

4.35 Stalls ........................................................................................... 4-23 4.35 Stalls ........................................................................................... 4-23
4.37 Turbulent Air Operation ............................................................. 4-23 4.37 Turbulent Air Operation ............................................................. 4-23
4.39 Weight and Balance .................................................................... 4-24 4.39 Weight and Balance .................................................................... 4-24
4.41 Maneuvers................................................................................... 4-24 4.41 Maneuvers................................................................................... 4-24
4.43 Spins ........................................................................................... 4-24 4.43 Spins ........................................................................................... 4-24

4-ii 4-ii
PA-38-112, TOMAHAWK NORMAL PROCEDURES PA-38-112, TOMAHAWK NORMAL PROCEDURES
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES
This section describes the recommended procedures for the conduct of This section describes the recommended procedures for the conduct of
normal operations for the Tomahawk. All of the required (FAA normal operations for the Tomahawk. All of the required (FAA
regulations) procedures and those necessary for the operation of the regulations) procedures and those necessary for the operation of the
airplane as determined by the operating and design features of the airplane airplane as determined by the operating and design features of the airplane
are presented. are presented.
Normal procedures associated with those optional systems and Normal procedures associated with those optional systems and
equipment which require handbook supplements are provided by Section 9 equipment which require handbook supplements are provided by Section 9
These procedures are provided to present a source of reference and These procedures are provided to present a source of reference and
review and to supply information on procedures which are not the same for review and to supply information on procedures which are not the same for
all aircraft. Pilots should familiarize themselves with the procedures given all aircraft. Pilots should familiarize themselves with the procedures given
in this section in order to become proficient in the normal operations of the in this section in order to become proficient in the normal operations of the
airplane. airplane.
The first portion of this section consists of a short form check list which 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 supplies an action sequence for normal operations with little emphasis on
the operation of the systems. the operation of the systems.
The remainder of the section is devoted to amplified normal procedures The remainder of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures and which provide detailed information and explanations of the procedures and
how to perform them. This portion of the section is not intended for use as how to perform them. This portion of the section is not intended for use as
an in-flight reference due to the lengthy explanations. The short form an in-flight reference due to the lengthy explanations. The short form
check list should be used for this purpose. check list should be used for this purpose.
4.3 AIRSPEEDS FOR SAFE OPERATIONS 4.3 AIRSPEEDS FOR SAFE OPERATIONS
The following airspeeds are those which are significant to the safe The following airspeeds are those which are significant to the safe
operation of the airplane. These figures are for standard airplanes flown at operation of the airplane. These figures are for standard airplanes flown at
gross weight under standard conditions at sea level. gross weight under standard conditions at sea level.
NORMAL PROCEDURES PA-38-112, TOMAHAWK NORMAL PROCEDURES PA-38-112, TOMAHAWK
Performance for a specific airplane may vary from published figures Performance for a specific airplane may vary from published figures
depending upon the equipment installed, the condition of the engine, depending upon the equipment installed, the condition of the engine,
airplane and equipment, atmospheric conditions and piloting technique. airplane and equipment, atmospheric conditions and piloting technique.
(a) Best Rate Of Climb Speed 70 KIAS (a) Best Rate Of Climb Speed 70 KIAS
(b) Best Angle of Climb Speed 61 KIAS (b) Best Angle of Climb Speed 61 KIAS
(c) Turbulent Air Operating Speed (See CAUTION (c) Turbulent Air Operating Speed (See CAUTION
Subsection 2.3) 103 KIAS Subsection 2.3) 103 KIAS
(d) Maximum Flap Speed 89 KIAS (d) Maximum Flap Speed 89 KIAS
(e) Landing Final Approach Speed (e) Landing Final Approach Speed
Full Flaps, 34° (Outboard Flow Strips Installed) 62 KIAS Full Flaps, 34° (Outboard Flow Strips Installed) 62 KIAS
Full Flaps, 34° (Outboard and Inboard Flow Full Flaps, 34° (Outboard and Inboard Flow
Strips Installed) 67 KIAS Strips Installed) 67 KIAS
(f) Maximum Demonstrated Crosswind Velocity 15 KTS (f) Maximum Demonstrated Crosswind Velocity 15 KTS
WALK-AROUND WALK-AROUND
4.5 NORMAL PROCEDURES CHECK LIST 4.5 NORMAL PROCEDURES CHECK LIST
PREFLIGHT CHECK PREFLIGHT CHECK
COCKPIT COCKPIT
Control wheel .......................................................................release restraints Control wheel .......................................................................release restraints

Ignition ....................................................................................................OFF Ignition ....................................................................................................OFF
Master switch ............................................................................................ON Master switch ............................................................................................ON
Fuel quantity gauges ..............................................................................check Fuel quantity gauges ..............................................................................check
Alternator warning light ........................................................................check Alternator warning light ........................................................................check
Primary flight controls ..........................................................proper operation Primary flight controls ..........................................................proper operation
Flaps .....................................................................................proper operation Flaps .....................................................................................proper operation
Static drain ..........................................................................................drained Static drain ..........................................................................................drained
Windows.......................................................................................check clean Windows.......................................................................................check clean
Baggage.................................................................................stowed properly Baggage.................................................................................stowed properly
Required papers ................................................................................on board Required papers ................................................................................on board
Parking brake .......................................................................................set ON Parking brake .......................................................................................set ON
4-3 4-3
LEFT WING LEFT WING
Surface condition ...................................................................................check Surface condition ...................................................................................check

Flap and hinges......................................................................................check Flap and hinges......................................................................................check
Aileron and hinges.................................................................................check Aileron and hinges.................................................................................check
Wing tip .................................................................................................check Wing tip .................................................................................................check
Lights ....................................................................................................check Lights ....................................................................................................check
Fuel cap...................................................................................................open Fuel cap...................................................................................................open
Fuel quantity and color ..........................................................................check Fuel quantity and color ..........................................................................check
Fuel cap.................................................................................close and secure Fuel cap.................................................................................close and secure
Fuel vent .................................................................................................open Fuel vent .................................................................................................open
Fuel tank sump .......................................................................................drain Fuel tank sump .......................................................................................drain
Pitot head....................................................................................unobstructed Pitot head....................................................................................unobstructed
Stall warning..........................................................................................check Stall warning..........................................................................................check
Landing gear and tire .............................................................................check Landing gear and tire .............................................................................check
Brake block and disc..............................................................................check Brake block and disc..............................................................................check
Chock and tie down ...........................................................................removed Chock and tie down ...........................................................................removed
NOSE SECTION NOSE SECTION
Fuel strainer ............................................................................................drain Fuel strainer ............................................................................................drain

General condition ..................................................................................check General condition ..................................................................................check
Propeller and spinner .............................................................................check Propeller and spinner .............................................................................check
Air inlets .................................................................................................clear Air inlets .................................................................................................clear
Engine compartment ..............................................................................check Engine compartment ..............................................................................check
Oil............................................................................................check quantity Oil............................................................................................check quantity
Dipstick ..................................................................................properly seated Dipstick ..................................................................................properly seated
Hydraulic fluid level ..............................................................................check Hydraulic fluid level ..............................................................................check
Alternator belt ...........................................................................check tension Alternator belt ...........................................................................check tension
Cowling...............................................................................closed and secure Cowling...............................................................................closed and secure
Nose wheel tire ......................................................................................check Nose wheel tire ......................................................................................check
Nose gear strut..............................................proper inflation (3 in. exposure) Nose gear strut..............................................proper inflation (3 in. exposure)
Windshield..............................................................................................clean Windshield..............................................................................................clean
RIGHT WING RIGHT WING
Check as left wing. Check as left wing.
FUSELAGE (RIGHT SIDE) FUSELAGE (RIGHT SIDE)

Antennas................................................................................................check Antennas................................................................................................check
Side and rear window .............................................................................clean Side and rear window .............................................................................clean
Static vents .................................................................................unobstructed Static vents .................................................................................unobstructed
EMPENNAGE EMPENNAGE

Hinges and attachments .........................................................................check Hinges and attachments .........................................................................check
Tie down ...........................................................................................removed Tie down ...........................................................................................removed
FUSELAGE (LEFT SIDE) FUSELAGE (LEFT SIDE)
Check as right side. Check as right side.
BEFORE STARTING ENGINE BEFORE STARTING ENGINE
Cabin doors........................................................................closed and latched Cabin doors........................................................................closed and latched

Overhead latch ...................................................................................engaged Overhead latch ...................................................................................engaged
Seats ................................................................................adjusted and locked Seats ................................................................................adjusted and locked
Seat belts and harnesses .....................................................................fastened Seat belts and harnesses .....................................................................fastened
Circuit breakers ...........................................................................................in Circuit breakers ...........................................................................................in
Parking brake .............................................................................................set Parking brake .............................................................................................set
Carburetor heat..................................................................................full OFF Carburetor heat..................................................................................full OFF
Fuel selector ................................................................................desired tank Fuel selector ................................................................................desired tank
ENGINE START ENGINE START
STARTING ENGINE WHEN COLD STARTING ENGINE WHEN COLD
Prime .............................................................................................as required Prime .............................................................................................as required

On last priming stroke leave primer in out position. On last priming stroke leave primer in out position.
Throttle......................................................................................open 1/2 inch Throttle......................................................................................open 1/2 inch
Mixture ...........................................................................................full RICH Mixture ...........................................................................................full RICH
Starter ..................................................................................................engage Starter ..................................................................................................engage
Primer ......................................................................................push in slowly Primer ......................................................................................push in slowly
after engine start after engine start
Throttle..................................................................................advance slightly Throttle..................................................................................advance slightly
Oil pressure ...........................................................................................check Oil pressure ...........................................................................................check
Fuel pressure..........................................................................................check Fuel pressure..........................................................................................check
Primer...................................................................................................locked Primer...................................................................................................locked
STARTING ENGINE WHEN HOT STARTING ENGINE WHEN HOT
Throttle ...............................................................................................cracked Throttle ...............................................................................................cracked

Mixture ...........................................................................................full RICH Mixture ...........................................................................................full RICH
Throttle..................................................................................................adjust Throttle..................................................................................................adjust
STARTING ENGINE WHEN FLOODED STARTING ENGINE WHEN FLOODED
Throttle .............................................................................................open full Throttle .............................................................................................open full

Mixture .........................................................................................idle cut-off Mixture .........................................................................................idle cut-off
Mixture ..............................................................................................advance Mixture ..............................................................................................advance
Throttle..................................................................................................retard Throttle..................................................................................................retard
STARTING WITH EXTERNAL POWER SOURCE* STARTING WITH EXTERNAL POWER SOURCE*

All electrical equipment...........................................................................OFF All electrical equipment...........................................................................OFF
Terminals ............................................................................................connect Terminals ............................................................................................connect
External power plug .............................................................insert in fuselage External power plug .............................................................insert in fuselage
Proceed with normal start: Proceed with normal start:
Throttle ..........................................................................lowest possible RPM Throttle ..........................................................................lowest possible RPM
External power plug ................................................disconnect from fuselage External power plug ................................................disconnect from fuselage
Master switch .................................................................ON - check ammeter Master switch .................................................................ON - check ammeter
WARM-UP WARM-UP
Throttle ...............................................................................800 to 1200 RPM Throttle ...............................................................................800 to 1200 RPM
*Optional equipment *Optional equipment
TAXIING TAXIING
Radios .......................................................................................................ON Radios .......................................................................................................ON

Taxi area..................................................................................................clear Taxi area..................................................................................................clear
Brakes....................................................................................................check Brakes....................................................................................................check
Steering .................................................................................................check Steering .................................................................................................check
GROUND CHECK GROUND CHECK
Brakes ........................................................................................................set Brakes ........................................................................................................set

Throttle ..........................................................................................1800 RPM Throttle ..........................................................................................1800 RPM
Magnetos ........................................max. drop 175 RPM - max. diff. 50 RPM Magnetos ........................................max. drop 175 RPM - max. diff. 50 RPM
Vacuum .......................................................................................5.0” Hg ± .1 Vacuum .......................................................................................5.0” Hg ± .1
Oil temp.................................................................................................check Oil temp.................................................................................................check
Carburetor heat ......................................................................................check Carburetor heat ......................................................................................check
Throttle..................................................................................................retard Throttle..................................................................................................retard
Magnetos .........................................................check grounding at low RPM, Magnetos .........................................................check grounding at low RPM,
then set to BOTH then set to BOTH
BEFORE TAKEOFF BEFORE TAKEOFF
Master switch ..................................................................................check ON Master switch ..................................................................................check ON

Flight instruments ..................................................................................check Flight instruments ..................................................................................check
Fuel selector..................................................................................proper tank Fuel selector..................................................................................proper tank
Mixture.......................................................................................................set Mixture.......................................................................................................set
Engine gauges........................................................................................check Engine gauges........................................................................................check
Static source ........................................................................................normal Static source ........................................................................................normal
Seats .........................................................................securely latched in track Seats .........................................................................securely latched in track
Seat backs ...............................................................................................erect Seat backs ...............................................................................................erect
Belts/harness......................................................................................fastened Belts/harness......................................................................................fastened
Empty seat................................................................seat belt snugly fastened Empty seat................................................................seat belt snugly fastened
Flaps...........................................................................................................set Flaps...........................................................................................................set
Trim tab......................................................................................................set Trim tab......................................................................................................set
Controls ....................................................................................................free Controls ....................................................................................................free
Doors .................................................................................closed and latched Doors .................................................................................closed and latched
Overhead latch ...................................................................................engaged Overhead latch ...................................................................................engaged
REVISED: NOVEMBER 2, 1981 4-7 REVISED: NOVEMBER 2, 1981 4-7
TAKEOFF TAKEOFF
NORMAL NORMAL
Flaps...........................................................................................................set Flaps...........................................................................................................set
Tab .............................................................................................................set Tab .............................................................................................................set
Accelerate to 53 KIAS. Accelerate to 53 KIAS.
Control Wheel ..................................back pressure to rotate to climb attitude Control Wheel ..................................back pressure to rotate to climb attitude
SHORT FIELD, OBSTACLE CLEARANCE SHORT FIELD, OBSTACLE CLEARANCE
Flaps ......................................................................................21° (first notch) Flaps ......................................................................................21° (first notch)

Control wheel ...................................back pressure to rotate to climb attitude Control wheel ...................................back pressure to rotate to climb attitude
Accelerate to 61 KIAS until obstacle clearance. Accelerate to 61 KIAS until obstacle clearance.
Accelerate to 70 KIAS, after obstacle is cleared. Accelerate to 70 KIAS, after obstacle is cleared.
Flaps..........................................................................................retract slowly Flaps..........................................................................................retract slowly
SHORT FIELD, NO OBSTACLE SHORT FIELD, NO OBSTACLE

Control wheel ...................................back pressure to rotate to climb attitude Control wheel ...................................back pressure to rotate to climb attitude
After breaking ground accelerate to best rate of climb speed 70 KIAS. After breaking ground accelerate to best rate of climb speed 70 KIAS.
Flaps..........................................................................................retract slowly Flaps..........................................................................................retract slowly
SOFT FIELD, OBSTACLE CLEARANCE SOFT FIELD, OBSTACLE CLEARANCE

Accelerate and lift off nose gear as soon as possible. Accelerate and lift off nose gear as soon as possible.
Lift off at lowest possible airspeed. Lift off at lowest possible airspeed.
Accelerate just above ground to 61 KIAS to climb past obstacle height. Accelerate just above ground to 61 KIAS to climb past obstacle height.
Continue climbing while accelerating to best rate of climb speed, 70 KIAS. Continue climbing while accelerating to best rate of climb speed, 70 KIAS.
Flaps..........................................................................................slowly retract Flaps..........................................................................................slowly retract
SOFT FIELD, NO OBSTACLE SOFT FIELD, NO OBSTACLE

Accelerate and lift off nose gear as soon as possible. Accelerate and lift off nose gear as soon as possible.
Lift off at lowest possible airspeed. Lift off at lowest possible airspeed.
Accelerate just above ground to best rate of climb speed, 70 KIAS. Accelerate just above ground to best rate of climb speed, 70 KIAS.
Flaps..........................................................................................slowly retract Flaps..........................................................................................slowly retract
CLIMB CLIMB
Best rate (flaps up)............................................................................70 KIAS Best rate (flaps up)............................................................................70 KIAS
Best angle (flaps up) .........................................................................61 KIAS Best angle (flaps up) .........................................................................61 KIAS
Electrical fuel pump....................................................OFF at desired altitude Electrical fuel pump....................................................OFF at desired altitude
CRUISING CRUISING
Reference performance charts and Avco-Lycoming Operator’s Manual. Reference performance charts and Avco-Lycoming Operator’s Manual.
Normal max power ..................................................................................75% Normal max power ..................................................................................75%
Power ................................................................................set per power table Power ................................................................................set per power table
Mixture..................................................................................................adjust Mixture..................................................................................................adjust
APPROACH AND LANDING APPROACH AND LANDING
Fuel selector..................................................................................proper tank Fuel selector..................................................................................proper tank

Seat backs ...............................................................................................erect Seat backs ...............................................................................................erect
Belts/harness .........................................................................................fasten Belts/harness .........................................................................................fasten
Mixture.......................................................................................................set Mixture.......................................................................................................set
Flaps ..................................................................................set - 89 KIAS max Flaps ..................................................................................set - 89 KIAS max
Trim to 70 KIAS. Trim to 70 KIAS.
Final approach speed Final approach speed
Full flaps (Outboard Flow Strips Installed) ..................................62 KIAS Full flaps (Outboard Flow Strips Installed) ..................................62 KIAS
Full flaps (Outboard and Inboard Flow Full flaps (Outboard and Inboard Flow
STOPPING ENGINE STOPPING ENGINE
Flaps .....................................................................................................retract Flaps .....................................................................................................retract

Radios......................................................................................................OFF Radios......................................................................................................OFF
Throttle ................................................................................................full aft Throttle ................................................................................................full aft
Mixture..........................................................................................idle cut-off Mixture..........................................................................................idle cut-off
PARKING PARKING
Parking brake .............................................................................................set Parking brake .............................................................................................set

Control wheel .....................................................................secured with belts Control wheel .....................................................................secured with belts
Flaps.....................................................................................................full up Flaps.....................................................................................................full up
Wheel chocks .....................................................................................in place Wheel chocks .....................................................................................in place
Tie downs .............................................................................................secure Tie downs .............................................................................................secure
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information The following paragraphs are provided to supply detailed information
and explanations of the normal procedures necessary for the safe operation and explanations of the normal procedures necessary for the safe operation
of the airplane. of the airplane.
4.9 PREFLIGHT CHECK 4.9 PREFLIGHT CHECK
The airplane should be given a thorough preflight and walk-around The airplane should be given a thorough preflight and walk-around
check. The preflight should include a check of the airplane’s operational check. The preflight should include a check of the airplane’s operational
status, computation of weight and C.G. limits, takeoff distance and status, computation of weight and C.G. limits, takeoff distance and
in-flight performance. A weather briefing should be obtained for the 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 intended flight path, and any other factors relating to a safe flight should be
checked before takeoff. checked before takeoff.
COCKPIT COCKPIT
Upon entering the cockpit, release any restraints securing the control Upon entering the cockpit, release any restraints securing the control
wheel. Check that the ignition switch is OFF, that the throttle is closed, and wheel. Check that the ignition switch is OFF, that the throttle is closed, and
that the mixture control is in idle cut-off. Then turn the master switch ON. that the mixture control is in idle cut-off. Then turn the master switch ON.
Check the fuel quantity gauges for sufficient fuel. Check that the alternator Check the fuel quantity gauges for sufficient fuel. Check that the alternator
warning light illuminates. After completing these checks, turn the master warning light illuminates. After completing these checks, turn the master
switch OFF. switch OFF.
Exercise the controls through their full travel and lower and raise the Exercise the controls through their full travel and lower and raise the
flaps to check for proper operation. The static drain valve on the lower left flaps to check for proper operation. The static drain valve on the lower left
sidepanel should be opened and drained. Check for unobstructed visibility sidepanel should be opened and drained. Check for unobstructed visibility
and clean windows. See that the baggage is stowed properly and tied down. and clean windows. See that the baggage is stowed properly and tied down.
Make sure that all necessary charts and papers are on board and in order. Make sure that all necessary charts and papers are on board and in order.
Before leaving the cockpit for the external check, set the parking brake. Before leaving the cockpit for the external check, set the parking brake.
LEFT WING LEFT WING
Check that the wings and control surfaces are free of snow, ice, frost or Check that the wings and control surfaces are free of snow, ice, frost or
any other foreign matter. Check for damage and loose screws or rivets. any other foreign matter. Check for damage and loose screws or rivets.
Check the control surfaces and hinges for damage and operational Check the control surfaces and hinges for damage and operational
interference. Check the wing tip and lights for damage. interference. Check the wing tip and lights for damage.
Open the fuel cap and visually check the fuel for color and quantity. Open the fuel cap and visually check the fuel for color and quantity.
Replace the fuel cap securely after the check is complete. Be sure that the Replace the fuel cap securely after the check is complete. Be sure that the
fuel tank vent is unobstructed. Using the underwing fuel tank drain, drain fuel tank vent is unobstructed. Using the underwing fuel tank drain, drain
sufficient fuel from the tank to ensure the removal of contaminants. It is sufficient fuel from the tank to ensure the removal of contaminants. It is
REVISED: JUNE 23, 1978 4-11 REVISED: JUNE 23, 1978 4-11
recommended that drained fuel be collected in a suitable container, recommended that drained fuel be collected in a suitable container,
examined, and then discarded. After this procedure be sure that the drain examined, and then discarded. After this procedure be sure that the drain
valve is closed and that fuel is not dripping. valve is closed and that fuel is not dripping.
CAUTION CAUTION
When draining any amount of fuel, care should When draining any amount of fuel, care should
be taken that no fire hazard exists before be taken that no fire hazard exists before
starting engine. starting engine.
If a pitot head cover has been attached, remove it, and ensure that the If a pitot head cover has been attached, remove it, and ensure that the
holes are open and unobstructed. Check that the stall warning lift detector holes are open and unobstructed. Check that the stall warning lift detector
moves freely. moves freely.
Check the landing gear. The strut should be sound and securely Check the landing gear. The strut should be sound and securely
attached. Brake blocks and discs should show no signs of damage or attached. Brake blocks and discs should show no signs of damage or
excessive wear, and the brake line should be securely attached and show no excessive wear, and the brake line should be securely attached and show no
signs of leakage. The tire should not be damaged or excessively worn and signs of leakage. The tire should not be damaged or excessively worn and
should be properly inflated. Proper inflation is 30 psi for aircraft equipped should be properly inflated. Proper inflation is 30 psi for aircraft equipped
with 6.00 x 6 main wheels and 26 psi for 5.00 x 5. If chocks or tie-downs have with 6.00 x 6 main wheels and 26 psi for 5.00 x 5. If chocks or tie-downs have
been employed, they should be removed before any attempt is made to move been employed, they should be removed before any attempt is made to move
the airplane. the airplane.
NOSE SECTION NOSE SECTION
Drain and examine fuel from the fuel strainer on the left side of the nose Drain and examine fuel from the fuel strainer on the left side of the nose
section. The fuel strainer should be drained twice, once with the fuel selector section. The fuel strainer should be drained twice, once with the fuel selector
valve on each tank setting. Check the general condition of the nose section valve on each tank setting. Check the general condition of the nose section
and look for suspicious oil or fluid leakage. The propeller and spinner and look for suspicious oil or fluid leakage. The propeller and spinner
should be checked for detrimental nicks, cracks, dents or other defects. should be checked for detrimental nicks, cracks, dents or other defects.
Check the engine breather tube for obstructions. Check all openings and air Check the engine breather tube for obstructions. Check all openings and air
inlets for debris, bird nests or other obstructions. inlets for debris, bird nests or other obstructions.
Open each side of the engine cowling. Wires and lines should be Open each side of the engine cowling. Wires and lines should be
attached securely. The engine should be relatively clean, as grease and dirt attached securely. The engine should be relatively clean, as grease and dirt
in the engine compartment not only hinder examination and service but in the engine compartment not only hinder examination and service but
also present a fire hazard. Check the oil level, then replace the dipstick, also present a fire hazard. Check the oil level, then replace the dipstick,
ensuring that it is firmly seated. Check the hydraulic fluid level and replace ensuring that it is firmly seated. Check the hydraulic fluid level and replace
and secure the cap. Check the condition and tension of the alternator belt. and secure the cap. Check the condition and tension of the alternator belt.
Check the oil filter cooling ducts for obstructions. Close and latch the Check the oil filter cooling ducts for obstructions. Close and latch the
cowling securely. cowling securely.
Check the condition of the nose wheel tire. Proper inflation is 30 psi for Check the condition of the nose wheel tire. Proper inflation is 30 psi for
aircraft equipped with a 6.00 x 6 nose wheel and 26 psi for a 5.00 x 5. The aircraft equipped with a 6.00 x 6 nose wheel and 26 psi for a 5.00 x 5. The
nose gear strut should show no sign of fluid leakage and should be inflated nose gear strut should show no sign of fluid leakage and should be inflated
to show 3 inches of strut exposure. Clean and check the windshield. Remove to show 3 inches of strut exposure. Clean and check the windshield. Remove
the nose wheel chock if one has been employed. the nose wheel chock if one has been employed.
RIGHT WING RIGHT WING
Check the right wing using the same procedure as performed on the left Check the right wing using the same procedure as performed on the left
wing. wing.
FUSELAGE (RIGHT SIDE) FUSELAGE (RIGHT SIDE)
Check the general condition of the fuselage. Check that all antenna Check the general condition of the fuselage. Check that all antenna
access panels are in place and securely attached. Be sure that the side and access panels are in place and securely attached. Be sure that the side and
rear windows are clean. Check that the openings in the static pad are clean rear windows are clean. Check that the openings in the static pad are clean
and unobstructed. and unobstructed.
EMPENNAGE EMPENNAGE
Surfaces of the empennage should be examined for damage and Surfaces of the empennage should be examined for damage and
operational interference. Check all visible and accessible hinges and operational interference. Check all visible and accessible hinges and
attachments. Remove the tie-down if one has been employed. attachments. Remove the tie-down if one has been employed.
FUSELAGE (LEFT SIDE) FUSELAGE (LEFT SIDE)
Check the left side of the fuselage using the same procedure as Check the left side of the fuselage using the same procedure as
performed on the right. performed on the right.
When the stall warning device and the optional pitot heat and When the stall warning device and the optional pitot heat and
navigation lights, if installed, are to be checked for proper functioning, turn navigation lights, if installed, are to be checked for proper functioning, turn
ON the master switch and the appropriate electrical switches. Visually ON the master switch and the appropriate electrical switches. Visually
confirm that exterior lights are operational. Lift the stall detector on the left confirm that exterior lights are operational. Lift the stall detector on the left
wing and observe that the warning horn sounds. Check the pitot heat by wing and observe that the warning horn sounds. Check the pitot heat by
carefully feeling the pitot head. Use caution as the head can become carefully feeling the pitot head. Use caution as the head can become
extremely hot. When these checks are complete, return the master switch extremely hot. When these checks are complete, return the master switch
and the electrical switches to their OFF positions. and the electrical switches to their OFF positions.
4.11 BEFORE STARTING ENGINE 4.11 BEFORE STARTING ENGINE
After entering the cockpit and before starting the engine, close and After entering the cockpit and before starting the engine, close and
latch both cabin doors, securing the main latch first, and then engaging the latch both cabin doors, securing the main latch first, and then engaging the
overhead latch. If a door is to be left open, in warm weather for example, overhead latch. If a door is to be left open, in warm weather for example,
the latching procedure must be completed before takeoff. the latching procedure must be completed before takeoff.
Seats should be positioned for best comfort and visibility. Be sure that Seats should be positioned for best comfort and visibility. Be sure that
the seats are securely latched in the tracks. Fasten seat belts and harnesses. the seats are securely latched in the tracks. Fasten seat belts and harnesses.
Check that all circuit breakers are in. Exercise the throttle and mixture Check that all circuit breakers are in. Exercise the throttle and mixture
levers through their full travel to ensure that they operate smoothly. Set the levers through their full travel to ensure that they operate smoothly. Set the
parking brake; check that the carburetor heat control is fully OFF; and set parking brake; check that the carburetor heat control is fully OFF; and set
the fuel selector lever to the desired tank position. the fuel selector lever to the desired tank position.
4.13 STARTING ENGINE 4.13 STARTING ENGINE
(a) Starting Engine When Cold (a) Starting Engine When Cold
Prime using two to four strokes for starts when the temperature Prime using two to four strokes for starts when the temperature
is +40° F. Use more primer strokes for colder temperatures. On the is +40° F. Use more primer strokes for colder temperatures. On the
last priming stroke, leave the primer in the out position. Throttle last priming stroke, leave the primer in the out position. Throttle
should be set 1/2 inch open. Turn ON the master switch and the should be set 1/2 inch open. Turn ON the master switch and the
electric fuel pump. Move the mixture control to full RICH and electric fuel pump. Move the mixture control to full RICH and
engage the starter by rotating the magneto switch clockwise. When engage the starter by rotating the magneto switch clockwise. When
the engine fires, release the magneto switch, and push the primer in the engine fires, release the magneto switch, and push the primer in
slowly to keep engine running. Advance the throttle slightly and lock slowly to keep engine running. Advance the throttle slightly and lock
primer. primer.
NOTE NOTE
This engine does not have an accelerator pump This engine does not have an accelerator pump
in the carburetor; thus, pumping the throttle in the carburetor; thus, pumping the throttle
will not aid in starting. will not aid in starting.
If the engine does not fire within ten seconds, disengage the If the engine does not fire within ten seconds, disengage the
starter, wait thirty seconds, and repeat the starting procedure. starter, wait thirty seconds, and repeat the starting procedure.
(b) Starting Engine When Hot (b) Starting Engine When Hot
Close the throttle. Turn ON the master switch and the electric Close the throttle. Turn ON the master switch and the electric
fuel pump. Move the mixture control lever to full RICH and fuel pump. Move the mixture control lever to full RICH and
engage the starter by rotating the magneto switch clockwise. When engage the starter by rotating the magneto switch clockwise. When
the engine fires, release the magneto switch and move the throttle to the engine fires, release the magneto switch and move the throttle to
the desired setting. If the engine does not start, open the throttle the desired setting. If the engine does not start, open the throttle
1/2 inch and try again. 1/2 inch and try again.
(c) Starting Engine When Flooded (c) Starting Engine When Flooded
The throttle lever should be full OPEN. Turn ON the master The throttle lever should be full OPEN. Turn ON the master
switch and turn OFF the electric fuel pump. Move the mixture switch and turn OFF the electric fuel pump. Move the mixture
control lever to idle cut-off and engage the starter by rotating the control lever to idle cut-off and engage the starter by rotating the
magneto switch clockwise. When the engine fires, release the magneto switch clockwise. When the engine fires, release the
magneto switch, advance the mixture and retard the throttle. magneto switch, advance the mixture and retard the throttle.
(d) Starting Engine With External Power Source* (d) Starting Engine With External Power Source*
An optional external power receptacle allows the operator to An optional external power receptacle allows the operator to
use an external battery to crank the engine without having to gain use an external battery to crank the engine without having to gain
access to the airplane’s battery. access to the airplane’s battery.
Turn the master switch OFF and turn all electrical equipment Turn the master switch OFF and turn all electrical equipment
OFF. Connect the RED lead of the external power cable to the OFF. Connect the RED lead of the external power cable to the
POSITIVE (+) terminal of an external 12-volt battery and the POSITIVE (+) terminal of an external 12-volt battery and the
BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the BLACK lead to the NEGATIVE (-) terminal. Insert the plug of the
jumper cable into the socket located on the fuselage. Note that when jumper cable into the socket located on the fuselage. Note that when
the plug is inserted, the electrical system is ON. Proceed with the the plug is inserted, the electrical system is ON. Proceed with the
normal starting technique. normal starting technique.
After the engine has started, reduce power to the lowest possible After the engine has started, reduce power to the lowest possible
RPM, to reduce sparking, and disconnect the jumper cable from the RPM, to reduce sparking, and disconnect the jumper cable from the
aircraft. Turn the master switch ON and check the alternator aircraft. Turn the master switch ON and check the alternator
ammeter for an indication of output. DO NOT ATTEMPT ammeter for an indication of output. DO NOT ATTEMPT
FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR
OUTPUT. OUTPUT.
NOTE NOTE
For all normal operations using the external For all normal operations using the external
power cables, the master switch should be power cables, the master switch should be
OFF, but it is possible to use the ship’s battery OFF, but it is possible to use the ship’s battery
in parallel by turning the master switch ON. in parallel by turning the master switch ON.
This will give longer cranking capabilities, but This will give longer cranking capabilities, but
will not increase the amperage. will not increase the amperage.
CAUTION CAUTION
A dead or depleted aircraft battery should not A dead or depleted aircraft battery should not
be charged in the aircraft. be charged in the aircraft.
*Optional *Optional
When the engine is firing evenly, advance the throttle to 800 RPM. If oil When the engine is firing evenly, advance the throttle to 800 RPM. If oil
pressure is not indicated within thirty seconds, stop the engine and pressure is not indicated within thirty seconds, stop the engine and
determine the trouble. In cold weather it will take a few seconds longer to determine the trouble. In cold weather it will take a few seconds longer to
get an oil pressure indication. To check the operation of the engine driven get an oil pressure indication. To check the operation of the engine driven
fuel pump, turn OFF the electric fuel pump and check the fuel pressure. If fuel pump, turn OFF the electric fuel pump and check the fuel pressure. If
the engine has failed to start, refer to the Lycoming Operating Handbook the engine has failed to start, refer to the Lycoming Operating Handbook
Engine Troubles and Their Remedies. Engine Troubles and Their Remedies.
Starter manufacturers recommend that cranking periods be limited to Starter manufacturers recommend that cranking periods be limited to
thirty seconds with a two minute rest between cranking periods. Longer thirty seconds with a two minute rest between cranking periods. Longer
cranking periods will shorten the life of the starter. cranking periods will shorten the life of the starter.
4.15 WARM-UP 4.15 WARM-UP
Warm-up the engine at 800 to 1200 RPM for not more than two Warm-up the engine at 800 to 1200 RPM for not more than two
minutes in warm weather and four minutes in cold. Avoid prolonged idling minutes in warm weather and four minutes in cold. Avoid prolonged idling
at low RPM, as this practice may result in fouled spark plugs. at low RPM, as this practice may result in fouled spark plugs.
Takeoff may be made as soon as the ground check is completed Takeoff may be made as soon as the ground check is completed
and the engine is warm. and the engine is warm.
Do not operate the engine at high RPM when running up or taxiing over 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 ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades. damage to the propeller blades.
4.17 TAXIING 4.17 TAXIING
Before ground personnel attempt to taxi the airplane, they should be Before ground personnel attempt to taxi the airplane, they should be
instructed and approved by a qualified person authorized by the owner. instructed and approved by a qualified person authorized by the owner.
Ascertain that the propeller back blast and taxi areas are clear. Ascertain that the propeller back blast and taxi areas are clear.
Power should be applied slowly to start the taxi roll. Taxi a few feet Power should be applied slowly to start the taxi roll. Taxi a few feet
forward and apply the brakes to determine their effectiveness. While taxiing, forward and apply the brakes to determine their effectiveness. While taxiing,
make slight turns to ascertain the effectiveness of the steering. make slight turns to ascertain the effectiveness of the steering.
Observe wing clearances when taxiing near buildings or other Observe wing clearances when taxiing near buildings or other
stationary objects. If possible, station an observer outside the airplane. stationary objects. If possible, station an observer outside the airplane.
Avoid holes and ruts when taxiing over uneven ground. Avoid holes and ruts when taxiing over uneven ground.
Do not operate the engine at high RPM when running up or taxiing over 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 ground containing loose stones, gravel or any loose material that may cause
damage to the propeller blades. damage to the propeller blades.
4.19 GROUND CHECK 4.19 GROUND CHECK
Set the parking brake. The magnetos should be checked at 1800 RPM. Set the parking brake. The magnetos should be checked at 1800 RPM.
Drop off on either magneto should not exceed 175 RPM and the difference Drop off on either magneto should not exceed 175 RPM and the difference
between the magnetos should not exceed 50 RPM. Do not operate on between the magnetos should not exceed 50 RPM. Do not operate on
a single magneto for too long a period, 2 to 3 seconds is usually a single magneto for too long a period, 2 to 3 seconds is usually
sufficient to check drop off and will minimize plug fouling. sufficient to check drop off and will minimize plug fouling.
NOTE NOTE
Avoid engagement of starter or turning the Avoid engagement of starter or turning the
switch to off when performing magneto check. switch to off when performing magneto check.
Check the vacuum gauge; the indicator should read 5.0” ± .1” Hg at Check the vacuum gauge; the indicator should read 5.0” ± .1” Hg at
2000 RPM. 2000 RPM.
Carburetor heat should also be checked prior to takeoff to be sure the Carburetor heat should also be checked prior to takeoff to be sure the
control is operating properly and to clear any ice which may have formed control is operating properly and to clear any ice which may have formed
during taxiing. Avoid prolonged ground operation with carburetor heat during taxiing. Avoid prolonged ground operation with carburetor heat
ON as the air is unfiltered. ON as the air is unfiltered.
Prior to takeoff the electric pump should be turned ON again to prevent 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 both loss of power during takeoff should the engine driven pump fail. Check both
oil temperature and oil pressure. The temperature may be low for some oil temperature and oil pressure. The temperature may be low for some
time if the engine is being run for the first time of the day. time if the engine is being run for the first time of the day.
To check magneto grounding, retard the throttle to IDLE between 550 To check magneto grounding, retard the throttle to IDLE between 550
and 650 RPM and turn the magneto switch OFF, and immediately back to and 650 RPM and turn the magneto switch OFF, and immediately back to
BOTH. If the magnetos are properly grounded, the engine will stop firing BOTH. If the magnetos are properly grounded, the engine will stop firing
when the switch is in the OFF position. when the switch is in the OFF position.
4.21 BEFORE TAKEOFF 4.21 BEFORE TAKEOFF
All aspects of each particular takeoff should be considered prior to All aspects of each particular takeoff should be considered prior to
executing the takeoff procedure. executing the takeoff procedure.
Check that the master switch is ON, and check and set all of the flight Check that the master switch is ON, and check and set all of the flight
instruments as required. Check the fuel selector to make sure it is on the instruments as required. Check the fuel selector to make sure it is on the
proper tank (fullest). Set the mixture; turn ON the electric fuel pump and proper tank (fullest). Set the mixture; turn ON the electric fuel pump and
check the engine gauges. The carburetor heat should be in the OFF position. check the engine gauges. The carburetor heat should be in the OFF position.
NOTE NOTE
The mixture should be set to FULL RICH but The mixture should be set to FULL RICH but
a minimum amount of leaning is permitted for a minimum amount of leaning is permitted for
smooth engine operation when taking off at smooth engine operation when taking off at
high elevation. high elevation.
4-18 REVISED: MAY 10, 1982 4-18 REVISED: MAY 10, 1982
After adjusting the seat for pilot comfort, check to be sure that the seat is After adjusting the seat for pilot comfort, check to be sure that the seat is
securely latched by the two locking pins in the floor track by pushing back securely latched by the two locking pins in the floor track by pushing back
and forth. and forth.
Both seat backs should be erect, and the seat belts and shoulder harness Both seat backs should be erect, and the seat belts and shoulder harness
should be fastened. Fasten the seat belts snugly around an empty seat. should be fastened. Fasten the seat belts snugly around an empty seat.
Exercise and set the flaps and trim tab. Insure proper flight control Exercise and set the flaps and trim tab. Insure proper flight control
movement and response. Both doors should be properly secured and movement and response. Both doors should be properly secured and
latched. latched.
4.23 TAKEOFF 4.23 TAKEOFF
NORMAL NORMAL
For takeoff, the elevator tab should be set slightly aft of neutral, with For takeoff, the elevator tab should be set slightly aft of neutral, with
the exact setting determined by the loading of the airplane. Allow the the exact setting determined by the loading of the airplane. Allow the
airplane to accelerate to 53 KIAS, and ease back on the control wheel just airplane to accelerate to 53 KIAS, and ease back on the control wheel just
enough to rotate to climb attitude. Premature or excessive raising of the enough to rotate to climb attitude. Premature or excessive raising of the
nose will result in a delayed takeoff. After takeoff, let the airplane accelerate nose will result in a delayed takeoff. After takeoff, let the airplane accelerate
to the desired climb speed by lowering the nose slightly. Trying to pull the to the desired climb speed by lowering the nose slightly. Trying to pull the
airplane off the ground at too low an airspeed decreases controllability in the airplane off the ground at too low an airspeed decreases controllability in the
event of an engine failure. event of an engine failure.
Normally, flaps are left up for takeoffs; however for short field takeoffs Normally, flaps are left up for takeoffs; however for short field takeoffs
and for takeoffs under such conditions as deep grass or a soft surface, total and for takeoffs under such conditions as deep grass or a soft surface, total
distances can be reduced appreciably by lowering the flaps one notch and distances can be reduced appreciably by lowering the flaps one notch and
rotating at a lower airspeed. rotating at a lower airspeed.
SHORT FIELD, OBSTACLE CLEARANCE SHORT FIELD, OBSTACLE CLEARANCE
Lower the flaps one notch and apply full power before brake release. Lower the flaps one notch and apply full power before brake release.
Accelerate to 53 KIAS, and ease back on the control wheel just enough to Accelerate to 53 KIAS, and ease back on the control wheel just enough to
rotate. Maintain the best angle of climb speed, 61 KIAS, until the obstacle rotate. Maintain the best angle of climb speed, 61 KIAS, until the obstacle
has been cleared. After obstacle clearance, accelerate to the best rate of has been cleared. After obstacle clearance, accelerate to the best rate of
climb speed, 70 KIAS, and slowly retract the flaps and continue to climb. climb speed, 70 KIAS, and slowly retract the flaps and continue to climb.
SHORT FIELD, NO OBSTACLE SHORT FIELD, NO OBSTACLE
Lower the flaps one notch and apply full power before brake release. Lower the flaps one notch and apply full power before brake release.
Accelerate to 53 KIAS, and ease back on the control wheel just enough to Accelerate to 53 KIAS, and ease back on the control wheel just enough to
rotate. After breaking ground, accelerate to the best rate of climb speed, 70 rotate. After breaking ground, accelerate to the best rate of climb speed, 70
KIAS, and slowly retract the flaps while climbing out. KIAS, and slowly retract the flaps while climbing out.
SOFT FIELD, OBSTACLE CLEARANCE SOFT FIELD, OBSTACLE CLEARANCE
Lower the flaps one notch. Apply power with brakes released. Ease Lower the flaps one notch. Apply power with brakes released. Ease
back on the control wheel just enough to raise the nose wheel from the back on the control wheel just enough to raise the nose wheel from the
ground as soon as possible, and lift off at the lowest possible airspeed. ground as soon as possible, and lift off at the lowest possible airspeed.
Accelerate just above the ground to the best angle of climb speed, 61 KIAS, Accelerate just above the ground to the best angle of climb speed, 61 KIAS,
to climb past the obstacle. After obstacle clearance, accelerate to the best to climb past the obstacle. After obstacle clearance, accelerate to the best
rate of climb speed, 70 KIAS, and slowly retract the flaps and continue to rate of climb speed, 70 KIAS, and slowly retract the flaps and continue to
climb. climb.
SOFT FIELD, NO OBSTACLE SOFT FIELD, NO OBSTACLE
Lower the flaps one notch. Apply power with brakes released. Ease Lower the flaps one notch. Apply power with brakes released. Ease
back on the control wheel just enough to raise the nose wheel from the back on the control wheel just enough to raise the nose wheel from the
ground as soon as possible, and lift off at the lowest possible airspeed. ground as soon as possible, and lift off at the lowest possible airspeed.
Accelerate just above the ground to the best rate of climb speed, 70 KIAS. Accelerate just above the ground to the best rate of climb speed, 70 KIAS.
Slowly retract the flaps while climbing out. Slowly retract the flaps while climbing out.
4.25 CLIMB 4.25 CLIMB
The best rate of climb at gross weight will be obtained at 70 KIAS. The The best rate of climb at gross weight will be obtained at 70 KIAS. The
best angle of climb may be obtained at 61 KIAS. At lighter than gross best angle of climb may be obtained at 61 KIAS. At lighter than gross
weight these speeds are reduced somewhat. weight these speeds are reduced somewhat.
When reaching the desired altitude, the electric fuel pump should be When reaching the desired altitude, the electric fuel pump should be
turned off, and the fuel pressure checked. turned off, and the fuel pressure checked.
4.27 CRUISING 4.27 CRUISING
The cruising speed is determined by many factors, including power The cruising speed is determined by many factors, including power
setting, altitude, temperature, loading and equipment installed in the setting, altitude, temperature, loading and equipment installed in the
airplane. airplane.
The normal maximum cruising power is 75% of the rated horsepower The normal maximum cruising power is 75% of the rated horsepower
of the engine Airspeeds, which may be obtained at various altitudes, and of the engine Airspeeds, which may be obtained at various altitudes, and
power settings can be determined from the performance graphs provided by power settings can be determined from the performance graphs provided by
Section 5. Section 5.
Use of the mixture control in cruising flight reduces fuel consumption Use of the mixture control in cruising flight reduces fuel consumption
significantly, especially at higher altitudes, and also reduces lead deposits significantly, especially at higher altitudes, and also reduces lead deposits
when the alternate fuels are used. During letdown and low power flight when the alternate fuels are used. During letdown and low power flight
operations, it may be necessary to lean because of excessively rich mixture. operations, it may be necessary to lean because of excessively rich mixture.
The mixture should be leaned during cruising operation when 75% power The mixture should be leaned during cruising operation when 75% power
or less is being used. If any doubt exists as to the amount of power being or less is being used. If any doubt exists as to the amount of power being
used, the mixture should be in the FULL RICH position for all operations. used, the mixture should be in the FULL RICH position for all operations.
Always enrich the mixture before increasing power settings. Always enrich the mixture before increasing power settings.
To lean the mixture, pull the mixture control until the engine becomes To lean the mixture, pull the mixture control until the engine becomes
rough, indicating that the lean mixture limit has been reached in the leaner rough, indicating that the lean mixture limit has been reached in the leaner
cylinders. Then enrich the mixture by pushing the control toward the cylinders. Then enrich the mixture by pushing the control toward the
instrument panel until engine operation becomes smooth. When leaning, instrument panel until engine operation becomes smooth. When leaning,
carefully observe the temperature instruments. carefully observe the temperature instruments.
Always remember that the electric fuel pump should be turned ON Always remember that the electric fuel pump should be turned ON
before switching tanks, and should be left on for a short period thereafter. before switching tanks, and should be left on for a short period thereafter.
In order to keep the airplane in best lateral trim during cruising flight, the In order to keep the airplane in best lateral trim during cruising flight, the
fuel should be used alternately from each tank. It is recommended that one fuel should be used alternately from each tank. It is recommended that one
tank be used for one hour after takeoff, then the other tank be used for two tank be used for one hour after takeoff, then the other tank be used for two
hours; then return to the first tank. Do not run tanks completely dry in hours; then return to the first tank. Do not run tanks completely dry in
flight. The electric fuel pump should be normally OFF so that any flight. The electric fuel pump should be normally OFF so that any
malfunction of the engine-driven fuel pump is immediately apparent. If malfunction of the engine-driven fuel pump is immediately apparent. If
signs of fuel starvation should occur at any time during flight, fuel signs of fuel starvation should occur at any time during flight, fuel
exhaustion should be suspected, at which time the fuel selector should be exhaustion should be suspected, at which time the fuel selector should be
immediately positioned to the other tank and the electric fuel pump immediately positioned to the other tank and the electric fuel pump
switched to the ON position. switched to the ON position.
4.29 APPROACH AND LANDING 4.29 APPROACH AND LANDING
Check to insure that the fuel selector is on the proper (fullest) tank and Check to insure that the fuel selector is on the proper (fullest) tank and
that the seat backs are erect. The seat belts and shoulder harness should that the seat backs are erect. The seat belts and shoulder harness should
be fastened and the inertia reel checked. be fastened and the inertia reel checked.
Turn the electric fuel pump ON. The mixture should be set in the full Turn the electric fuel pump ON. The mixture should be set in the full
RICH position. RICH position.
The airplane should be trimmed to an initial-approach speed of about The airplane should be trimmed to an initial-approach speed of about
70 KIAS with a final-approach speed of 62 KIAS* or 67 KIAS** with flaps 70 KIAS with a final-approach speed of 62 KIAS* or 67 KIAS** with flaps
extended fully. The flaps can be lowered at speeds up to 89 KIAS, if desired. extended fully. The flaps can be lowered at speeds up to 89 KIAS, if desired.
The mixture control should be kept in full RICH position to insure The mixture control should be kept in full RICH position to insure
maximum acceleration if it should be necessary to open the throttle again. maximum acceleration if it should be necessary to open the throttle again.
Carburetor heat should not be applied unless there is an indication of Carburetor heat should not be applied unless there is an indication of

carburetor icing, since the use of carburetor heat causes a reduction in carburetor icing, since the use of carburetor heat causes a reduction in
power which may be critical in case of a go-around. Full throttle operation power which may be critical in case of a go-around. Full throttle operation
with carburetor heat on can cause detonation. with carburetor heat on can cause detonation.
The amount of flap used during landings and the speed of the aircraft at The amount of flap used during landings and the speed of the aircraft at
contact with the runway should be varied according to the landing surface contact with the runway should be varied according to the landing surface
and conditions of wind and airplane loading. It is generally good practice to and conditions of wind and airplane loading. It is generally good practice to
contact the ground at the minimum possible safe speed consistent with contact the ground at the minimum possible safe speed consistent with
existing conditions. existing conditions.
Normally, the best technique for short and slow landings is to use full Normally, the best technique for short and slow landings is to use full
flap and enough power to maintain a safe airspeed and approach flight flap and enough power to maintain a safe airspeed and approach flight
path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel path. Mixture should be full RICH, fuel on the fullest tank, and electric fuel
pump ON. Reduce the speed during the flareout and contact the ground pump ON. Reduce the speed during the flareout and contact the ground
close to the stalling speed. After ground contact hold the nose wheel off as close to the stalling speed. After ground contact hold the nose wheel off as
long as possible. As the airplane slows down, gently lower the nose and long as possible. As the airplane slows down, gently lower the nose and
apply the brakes. For short field landings braking is most effective when apply the brakes. For short field landings braking is most effective when
flaps are raised and back pressure is applied to the control wheel, putting flaps are raised and back pressure is applied to the control wheel, putting
most of the aircraft weight on the main wheels. In high wind conditions, most of the aircraft weight on the main wheels. In high wind conditions,
particularly in strong crosswinds, it may be desirable to approach the particularly in strong crosswinds, it may be desirable to approach the
ground at higher than normal speeds with partial or no flaps. ground at higher than normal speeds with partial or no flaps.
4.31 STOPPING ENGINE 4.31 STOPPING ENGINE
At the pilot’s discretion, the flaps should be raised and the electric fuel At the pilot’s discretion, the flaps should be raised and the electric fuel
pump turned OFF. The radios should be turned OFF, and the engine pump turned OFF. The radios should be turned OFF, and the engine
stopped by pulling the mixture control back to the idle cut-off. The throttle stopped by pulling the mixture control back to the idle cut-off. The throttle
should be left full aft to avoid engine vibration while stopping. After the should be left full aft to avoid engine vibration while stopping. After the
engine has stopped the magneto and master switches must be turned OFF. engine has stopped the magneto and master switches must be turned OFF.
NOTE NOTE
When alternate fuels are used, the engine When alternate fuels are used, the engine
should be run up to 1200 RPM for one minute should be run up to 1200 RPM for one minute
prior to shutdown to clean out any unburned prior to shutdown to clean out any unburned
fuel. fuel.
4.33 PARKING 4.33 PARKING
If necessary, the airplane should be moved on the ground with the aid If necessary, the airplane should be moved on the ground with the aid
of a nose wheel tow bar. The aileron and stabilator controls should be of a nose wheel tow bar. The aileron and stabilator controls should be
secured by looping the safety belt through the control wheel and pulling it secured by looping the safety belt through the control wheel and pulling it
snug. snug.
PIPER AIRCRAFT CORPORATION SECTION 4
PA-38-112, TOMAHAWK NORMAL PROCEDURES
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.
4.35 STALLS AND SLOW FLIGHT

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 stalling speed at 1670 lbs. gross weight with power off, outboard flow
strips installed, and full flaps is 47 KIAS, with flaps up this speed is increased 1
knot; with both outboard and inboard flow strips installed and full flaps the stall
speed is 49 KIAS, with flaps up this speed is increased 3 knots. Loss of altitude
during stalls can be as great as 320 feet, depending on configuration and power.
CAUTION
Slow flight and stall maneuvers should be
initiated at altitudes high enough to fully
recover by at least 4,000 feet AGL, to provide
an adequate margin of safety in the event of an
inadvertent spin.
NOTE
The stall warning system is inoperative with the
master switch OFF.
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. The master switch should be returned to the OFF position after the
check is complete.
4.37 TURBULENT AIR OPERATION

In keeping with good operating practice used in all aircraft, it is
recommended that when turbulent air is encountered or expected, the airspeed
be reduced to maneuvering speed to reduce the structural loads caused by gusts
and to allow for inadvertent speed build-ups which may occur as a result of
the turbulence or of distractions caused by the conditions (See Subsection 2.3).
Flight into thunderstorms or severe turbulence should be avoided.
ISSUED: JANUARY 20, 1978 REPORT: 2126
REVISED: May 2, 2012 4-23
SECTION 4 PIPER AIRCRAFT CORPORATION
NORMAL PROCEDURES PA-38-112, TOMAHAWK
4.39 WEIGHT AND BALANCE

It is the responsibility of the pilot and aircraft owner to determine that the
airplane remains within the allowable weight vs. center of gravity envelope
while in flight.
For weight and balance data, refer to Section 6 (Weight and Balance).
4.41 MANEUVERS
The airplane is approved for certain acrobatic maneuvers, provided it is
loaded within the approved weight and center of gravity limits (See Section
2 - Limitations). The approved maneuvers are spins, steep turns, lazy eights,
and chandelles.
Intentional spins are prohibited in the normal category airplane. Lazy
eights and chandelles may be performed in the normal category provided a
60 degree angle of bank and/or a 30 degree angle of pitch is not exceeded.
For approved maneuvers and entry speed, refer to Section 2 - Limitations.
4.43 SPINS
The airplane is approved for intentional spinning when the flaps are fully
retracted.
BEFORE SPINNING
Carrying baggage during the spin is prohibited and the pilot should make
sure that all loose items in the cockpit are removed or securely stowed
including the second pilot’s seat belts if the aircraft is flown solo. Seat
belts and shoulder harnesses should be fastened securely and the seat belts
adjusted first to hold the occupants firmly into the seats before the shoulder
harness is tightened. With the seat belts and shoulder harnesses tight, check
that the position of the pilots’ seats allow full rudder travels to be obtained
and both full back and full forward control wheel movements. Finally check
that the seats are securely locked in position. Spins should only be started
at altitudes high enough to recover fully by at least 4,000 feet AGL, so as to
provide an adequate margin of safety. A one-turn spin, properly executed, will
require 1,000 to 1,500 feet to complete and a six-turn spin will require 2,500 to
3,000 feet to complete. The airplane should be trimmed in a poweroff glide at
approximately 75 knots before entering the stall prior to spinning. This trim
airspeed assists in achieving a good balance between airspeed and “g” loads
in the recovery dive.
REPORT: 2126 ISSUED: JANUARY 20, 1978

4-24 REVISED: APRIL 30, 1981
SPIN ENTRY SPIN ENTRY

The spin should be entered from a power-off glide by reducing speed at The spin should be entered from a power-off glide by reducing speed at
about 1 kt/sec until the airplane stalls. Apply full aft control wheel and full about 1 kt/sec until the airplane stalls. Apply full aft control wheel and full
rudder in the desired spin direction. This control configuration with the rudder in the desired spin direction. This control configuration with the
throttle closed should be held throughout the spin. The ailerons must remain throttle closed should be held throughout the spin. The ailerons must remain
neutral throughout the spin and recovery, since aileron application may neutral throughout the spin and recovery, since aileron application may
alter the spin characteristics to the degree that the spin is broken prematurely alter the spin characteristics to the degree that the spin is broken prematurely
or that recovery is delayed. or that recovery is delayed.
SPIN RECOVERY SPIN RECOVERY

(a) Apply and maintain full rudder opposite the direction of rotation. (a) Apply and maintain full rudder opposite the direction of rotation.
(b) As the rudder hits the stop, rapidly move the control wheel full (b) As the rudder hits the stop, rapidly move the control wheel full
forward and be ready to relax the forward pressure as the stall is forward and be ready to relax the forward pressure as the stall is
broken. broken.
(c) As rotation stops, centralize the rudder and smoothly recover from (c) As rotation stops, centralize the rudder and smoothly recover from
the dive. the dive.
Normal recoveries may take up to 1-1/2 turns when proper technique is Normal recoveries may take up to 1-1/2 turns when proper technique is
used; improper technique can increase the turns to recover and the resulting used; improper technique can increase the turns to recover and the resulting
altitude loss. altitude loss.
FURTHER ADVICE ON SPINNING FURTHER ADVICE ON SPINNING
SPIN ENTRY SPIN ENTRY

Application of full aft control wheel and full rudder before the airplane Application of full aft control wheel and full rudder before the airplane
stalls is not recommended as it results in large changes in pitch attitude stalls is not recommended as it results in large changes in pitch attitude
during entry and the first turn of the spin. Consequently the initial 2-3 turns during entry and the first turn of the spin. Consequently the initial 2-3 turns
of the spin can be more oscillatory than when the spin is entered at the stall. of the spin can be more oscillatory than when the spin is entered at the stall.
SPIN RECOVERY SPIN RECOVERY

The recommended procedure has been designed to minimize turns and The recommended procedure has been designed to minimize turns and
height loss during recovery. If a modified recovery is employed (during height loss during recovery. If a modified recovery is employed (during
which a pause of about 1 second - equivalent to about one half turn of the which a pause of about 1 second - equivalent to about one half turn of the
spin - is introduced between the rudder reaching the stop and moving the spin - is introduced between the rudder reaching the stop and moving the
control column forward) spin recovery will be achieved with equal certainty. control column forward) spin recovery will be achieved with equal certainty.
However the time taken for recovery will be delayed by the length of the However the time taken for recovery will be delayed by the length of the
pause, with corresponding increase in the height lost. pause, with corresponding increase in the height lost.
In all spin recoveries the control column should be moved forward In all spin recoveries the control column should be moved forward
briskly, continuing to the forward stop if necessary. This is vitally important briskly, continuing to the forward stop if necessary. This is vitally important
because the steep spin attitude may inhibit pilots from moving the control because the steep spin attitude may inhibit pilots from moving the control
column forward positively. column forward positively.
The immediate effect of applying normal recovery controls may be an The immediate effect of applying normal recovery controls may be an
appreciable steepening of the nose down attitude and an increase in rate of appreciable steepening of the nose down attitude and an increase in rate of
spin rotation. This characteristic indicates that the aircraft is recovering spin rotation. This characteristic indicates that the aircraft is recovering
from the spin and it is essential to maintain full anti-spin rudder and to from the spin and it is essential to maintain full anti-spin rudder and to
continue to move the control wheel forward and maintain it fully forward continue to move the control wheel forward and maintain it fully forward
until the spin stops. The airplane will recover from any point in a spin in not until the spin stops. The airplane will recover from any point in a spin in not
more than one and one half additional turns after normal application of more than one and one half additional turns after normal application of
controls. controls.
MISHANDLED RECOVERY MISHANDLED RECOVERY

The airplane will recover from mishandled spin entries or recoveries The airplane will recover from mishandled spin entries or recoveries
provided the recommended spin recovery procedure is followed. Improper provided the recommended spin recovery procedure is followed. Improper
application of recovery controls can increase the number of turns to recover application of recovery controls can increase the number of turns to recover
and the resulting altitude loss. and the resulting altitude loss.
Delay of more than about 1-1/2 turns before moving the control wheel Delay of more than about 1-1/2 turns before moving the control wheel
forward may result in the aircraft suddenly entering a very fast, steep spin forward may result in the aircraft suddenly entering a very fast, steep spin
mode which could disorient a pilot. Recovery will be achieved by briskly mode which could disorient a pilot. Recovery will be achieved by briskly
moving the control wheel fully forward and holding it there while main- moving the control wheel fully forward and holding it there while main-
taining full recovery rudder. taining full recovery rudder.
If such a spin mode is encountered, the increased rate of rotation may If such a spin mode is encountered, the increased rate of rotation may
result in the recovery taking more turns than usual after the control column result in the recovery taking more turns than usual after the control column
has been moved fully forward. has been moved fully forward.
In certain cases the steep, fast spin mode can develope into a spiral dive In certain cases the steep, fast spin mode can develope into a spiral dive
in which the rapid rotation continues, but indicated airspeed increases in which the rapid rotation continues, but indicated airspeed increases
slowly. It is important to recognize this condition. The aircraft is no longer slowly. It is important to recognize this condition. The aircraft is no longer
auto-rotating in a spin and the pilot must be ready to centralize the rudder auto-rotating in a spin and the pilot must be ready to centralize the rudder
so as to ensure that airspeed does not exceed 103 kt (VA) with full rudder so as to ensure that airspeed does not exceed 103 kt (VA) with full rudder
applied. applied.
DIVE OUT DIVE OUT

In most cases spin recovery will occur before the control wheel reaches In most cases spin recovery will occur before the control wheel reaches
the fully forward position. The aircraft pitches nose down quickly when the the fully forward position. The aircraft pitches nose down quickly when the
elevator takes effect and, depending on the control column position, it may elevator takes effect and, depending on the control column position, it may
be necessary to move the column partially back almost immediately to avoid be necessary to move the column partially back almost immediately to avoid
an unnecessarily steep nose down attitude, possible negative “g” forces and an unnecessarily steep nose down attitude, possible negative “g” forces and
excessive loss of altitude. excessive loss of altitude.
Because the aircraft recovers from a spin in a very steep nose-down Because the aircraft recovers from a spin in a very steep nose-down
attitude, speed builds up quickly in the dive out. The rudder should be attitude, speed builds up quickly in the dive out. The rudder should be
centralized as soon as the spin stops. Delay in centralizing the rudder may centralized as soon as the spin stops. Delay in centralizing the rudder may
REPORT: 2126 ISSUED: APRIL 30, 1981 REPORT: 2126 ISSUED: APRIL 30, 1981
4-26 4-26
result in yaw and “fish-tailing.’’ If the rudder is not centralized it would be result in yaw and “fish-tailing.’’ If the rudder is not centralized it would be
possible to exceed the maximum maneuver speed (VA) of 103 kt with the possible to exceed the maximum maneuver speed (VA) of 103 kt with the
surface fully deflected. surface fully deflected.
ENGINE ENGINE
Normally the engine will continue to run during a spin, sometimes very Normally the engine will continue to run during a spin, sometimes very
slowly. If the engine stops, take normal spin recovery action, during which slowly. If the engine stops, take normal spin recovery action, during which
the propeller will probably windmill and restart the engine. If it does not, the propeller will probably windmill and restart the engine. If it does not,
set-up a glide at 75 kt and restart using the starter motor. set-up a glide at 75 kt and restart using the starter motor.
ISSUED: APRIL 30, 1981 REPORT: 2126 ISSUED: APRIL 30, 1981 REPORT: 2126
4-27 4-27
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE

No. No. No. No.
5.1 General........................................................................................ 5-1 5.1 General........................................................................................ 5-1

5.3 Introduction - Performance and Flight Planning ........................ 5-1 5.3 Introduction - Performance and Flight Planning ........................ 5-1
5.5 Flight Planning Example ............................................................ 5-3 5.5 Flight Planning Example ............................................................ 5-3
5.7 Performance Graphs ................................................................... 5-9 5.7 Performance Graphs ................................................................... 5-9
List of Figures ........................................................................ 5-9 List of Figures ........................................................................ 5-9

5-i 5-i
PA-38-112, TOMAHAWK PERFORMANCE PA-38-112, TOMAHAWK PERFORMANCE
SECTION 5 SECTION 5
PERFORMANCE PERFORMANCE
All of the required (FAA regulations) and complementary performance All of the required (FAA regulations) and complementary performance
information applicable to this aircraft is provided by this section. information applicable to this aircraft is provided by this section.
Performance information associated with those optional systems and Performance information associated with those optional systems and
equipment which require handbook supplements is provided by Section 9 equipment which require handbook supplements is provided by Section 9
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING 5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information presented in this section is based on The performance information presented in this section is based on
measured Flight Test Data corrected to I.C.A.O. standard day conditions measured Flight Test Data corrected to I.C.A.O. standard day conditions
and analytically expanded for the various parameters of weight, altitude, and analytically expanded for the various parameters of weight, altitude,
temperature, etc. temperature, etc.
The performance charts are for the standard production aircraft con- The performance charts are for the standard production aircraft con-
figuration. The data is unfactored and does not make any allowance for figuration. The data is unfactored and does not make any allowance for
varying degrees of pilot proficiency or mechanical deterioration of the varying degrees of pilot proficiency or mechanical deterioration of the
aircraft. This performance, however, can be duplicated by following the aircraft. This performance, however, can be duplicated by following the
stated procedures in a properly maintained airplane. Those aircraft stated procedures in a properly maintained airplane. Those aircraft
equipped with 6.00 x 6 TIRE/WHEEL ASSEMBLIES will exhibit climb equipped with 6.00 x 6 TIRE/WHEEL ASSEMBLIES will exhibit climb
rates approximately 15 fpm lower than chart values and cruise speeds 2 to rates approximately 15 fpm lower than chart values and cruise speeds 2 to
3 knots below chart values. Range will be correspondingly decreased. 3 knots below chart values. Range will be correspondingly decreased.
Effects of conditions not considered on the charts must be evaluated by 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 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 landing performance, or the effect of winds aloft on cruise and range
performance. Endurance can be grossly affected by improper leaning performance. Endurance can be grossly affected by improper leaning
procedures, and inflight fuel flow and quantity checks are recommended. procedures, and inflight fuel flow and quantity checks are recommended.
REMEMBER! To get chart performance, follow the chart procedures. REMEMBER! To get chart performance, follow the chart procedures.
ISSUED: DECEMBER 15, 1977 REPORT: 2126 ISSUED: DECEMBER 15, 1977 REPORT: 2126
PERFORMANCE PA-38-112, TOMAHAWK PERFORMANCE PA-38-112, TOMAHAWK
The information provided by paragraph 5.5 (Flight Planning Example) The information provided by paragraph 5.5 (Flight Planning Example)
outlines a detailed flight plan using the performance charts in this section. outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used. Each chart includes its own example to show how it is used.
WARNING WARNING
Performance information derived by extrapo- Performance information derived by extrapo-

lation beyond the limits shown on the charts lation beyond the limits shown on the charts
should not be used for flight planning should not be used for flight planning
purposes. purposes.
5.5 FLIGHT PLANNING EXAMPLE 5.5 FLIGHT PLANNING EXAMPLE
(a) Aircraft loading (a) Aircraft loading
The first step in planning a flight is to calculate the airplane The first step in planning a flight is to calculate the airplane
weight and center of gravity by utilizing the information provided weight and center of gravity by utilizing the information provided
by Section 6 (Weight and Balance) of this handbook. by Section 6 (Weight and Balance) of this handbook.
The basic empty weight for the airplane as licensed at the The basic empty weight for the airplane as licensed at the
factory has been entered in Figure 6-7. If any alterations to the factory has been entered in Figure 6-7. If any alterations to the
airplane have been made affecting weight and balance, refer to airplane have been made affecting weight and balance, refer to
the aircraft logbook and Weight and Balance Record (Figure 6-9) the aircraft logbook and Weight and Balance Record (Figure 6-9)
to determine the current basic empty weight of the airplane. to determine the current basic empty weight of the airplane.
Use the Weight and Balance Loading Form (Figure 6-13) and Use the Weight and Balance Loading Form (Figure 6-13) and
the C.G. Range and Weight graph (Figure 6-17) to determine the the C.G. Range and Weight graph (Figure 6-17) to determine the
total weight of the airplane and the center of gravity position. total weight of the airplane and the center of gravity position.
After proper utilization of the information provided, the After proper utilization of the information provided, the
following weights are to be considered in the flight planning following weights are to be considered in the flight planning
example. example.
The landing weight cannot be determined until the weight of The landing weight cannot be determined until the weight of
the fuel to be used has been established [refer to item (g) (1)]. the fuel to be used has been established [refer to item (g) (1)].
(1) Basic Empty Weight 1144 lbs. (1) Basic Empty Weight 1144 lbs.
(2) Occupants (2 x 170 lbs.) 340 lbs. (2) Occupants (2 x 170 lbs.) 340 lbs.
(3) Baggage and Cargo 0 lbs. (3) Baggage and Cargo 0 lbs.
(4) Fuel (6 lb/gal x 30) 180 lbs. (4) Fuel (6 lb/gal x 30) 180 lbs.
(5) Takeoff Weight 1664 lbs. (5) Takeoff Weight 1664 lbs.
(6) Landing Weight (6) Landing Weight
(a)(5) minus (g)(l), (1664 lbs. (a)(5) minus (g)(l), (1664 lbs.
minus 99.9 lbs.) 1564.1 lbs. minus 99.9 lbs.) 1564.1 lbs.
The takeoff weight is below the maximum of 1670 lbs. and the The takeoff weight is below the maximum of 1670 lbs. and the
weight and balance calculations have determined the C.G. weight and balance calculations have determined the C.G.
position is within the approved limits. position is within the approved limits.
(b) Takeoff and Landing (b) Takeoff and Landing
Now that the aircraft loading has been determined, all aspects Now that the aircraft loading has been determined, all aspects
of takeoff and landing must be considered. of takeoff and landing must be considered.
All of the existing conditions at the departure and destination All of the existing conditions at the departure and destination
airport must be acquired, evaluated and maintained throughout airport must be acquired, evaluated and maintained throughout
the flight. the flight.
Apply the departure airport conditions and takeoff weight to Apply the departure airport conditions and takeoff weight to
the appropriate Takeoff Performance graph (Figures 5-5 and 5-7 or the appropriate Takeoff Performance graph (Figures 5-5 and 5-7 or
5-9 and 5-11) to determine the length of runway necessary for the 5-9 and 5-11) to determine the length of runway necessary for the
takeoff and/or the barrier distance. takeoff and/or the barrier distance.
The landing distance calculations are performed in the same The landing distance calculations are performed in the same
manner using the existing conditions at the destination airport and, manner using the existing conditions at the destination airport and,
when established, the landing weight. when established, the landing weight.
The conditions and calculations for the example flight are The conditions and calculations for the example flight are
listed below. The takeoff and landing distances required for the listed below. The takeoff and landing distances required for the
example flight have fallen well below the available runway lengths. example flight have fallen well below the available runway lengths.
Departure Destination Departure Destination

Airport Airport Airport Airport
(1) Pressure Altitude 1100 ft. 800 ft. (1) Pressure Altitude 1100 ft. 800 ft.
(2) Temperature 8°C 13°C (2) Temperature 8°C 13°C
(3) Wind Component 10 KTS 2 KTS (3) Wind Component 10 KTS 2 KTS
(Headwind) (Tailwind) (Headwind) (Tailwind)
(4) Runway Length Available 4800 ft. 7600 ft. (4) Runway Length Available 4800 ft. 7600 ft.
(5) Runway Required 1320 ft.* 1600** (5) Runway Required 1320 ft.* 1600**
NOTE NOTE
The remainder of the performance charts used The remainder of the performance charts used
in this flight plan example assume a no wind in this flight plan example assume a no wind
condition. The effect of winds aloft must be condition. The effect of winds aloft must be
considered by the pilot when computing climb, considered by the pilot when computing climb,
cruise and descent performance. cruise and descent performance.
*reference figure 5-7 *reference figure 5-7

**reference figure 5-37 **reference figure 5-37
(c) Climb (c) Climb
The next step in the flight plan is to determine the necessary The next step in the flight plan is to determine the necessary
climb segment components. climb segment components.
The desired cruise pressure altitude and corresponding cruise The desired cruise pressure altitude and corresponding cruise
outside air temperature values are the first variables to be outside air temperature values are the first variables to be
considered in determining the climb components from the Fuel, considered in determining the climb components from the Fuel,
Time and Distance to Climb graph (Figure 5-15). After the fuel, Time and Distance to Climb graph (Figure 5-15). After the fuel,
time and distance for the cruise pressure altitude and outside air time and distance for the cruise pressure altitude and outside air
temperature values have been established, apply the existing temperature values have been established, apply the existing
conditions at the departure field to graph (Figure 5-15). Now, conditions at the departure field to graph (Figure 5-15). Now,
subtract the values obtained from the graph for the field of subtract the values obtained from the graph for the field of
departure conditions from those for the cruise pressure altitude. departure conditions from those for the cruise pressure altitude.
The remaining values are the true fuel, time and distance The remaining values are the true fuel, time and distance
components for the climb segment of the flight plan corrected for components for the climb segment of the flight plan corrected for
field pressure altitude and temperature. field pressure altitude and temperature.
The following values were determined from the above The following values were determined from the above
instructions in our flight planning example. instructions in our flight planning example.
(1) Cruise Pressure Altitude 3300 ft. (1) Cruise Pressure Altitude 3300 ft.
(2) Cruise OAT 3°C (2) Cruise OAT 3°C
(3) Time to Climb (4 min. minus 1 min.) 3 min. (3) Time to Climb (4 min. minus 1 min.) 3 min.
(4) Distance to Climb (5 miles minus 1 mile) 4 Miles* (4) Distance to Climb (5 miles minus 1 mile) 4 Miles*
(5) Fuel to Climb (.6 gal. minus .2 gal.) .4 gal.* (5) Fuel to Climb (.6 gal. minus .2 gal.) .4 gal.*
(d) Descent (d) Descent
The descent data will be determined prior to the cruise data to The descent data will be determined prior to the cruise data to
provide the descent distance for establishing the total cruise provide the descent distance for establishing the total cruise
distance. distance.
Utilizing the cruise pressure altitude and OAT, determine the Utilizing the cruise pressure altitude and OAT, determine the
basic fuel, time and distance for descent (Figure 5-31). These figures basic fuel, time and distance for descent (Figure 5-31). These figures
must be adjusted for the field pressure altitude and temperature at must be adjusted for the field pressure altitude and temperature at
the destination airport. To find the necessary adjustment values, the destination airport. To find the necessary adjustment values,
use the existing pressure altitude and temperature conditions at the use the existing pressure altitude and temperature conditions at the
*reference Figure 5-15 *reference Figure 5-15
destination airport as variables to find the fuel, time and distance destination airport as variables to find the fuel, time and distance
values from the graph (Figure 5-31). Now, subtract the values values from the graph (Figure 5-31). Now, subtract the values
obtained from the field conditions from the values obtained from obtained from the field conditions from the values obtained from
the cruise conditions to find the true fuel, time and distance values the cruise conditions to find the true fuel, time and distance values
needed for the flight plan. needed for the flight plan.
The values obtained by proper utilization of the graphs for the The values obtained by proper utilization of the graphs for the
descent segment of our example are shown below. descent segment of our example are shown below.
(1) Time to Descend (1) Time to Descend
(3.5 min. minus 1 min.) 2.5 min.* (3.5 min. minus 1 min.) 2.5 min.*
(2) Distance to Descend (2) Distance to Descend
(7 miles minus 2 miles) 5 miles* (7 miles minus 2 miles) 5 miles*
(3) Fuel to Descend (3) Fuel to Descend
(.25 gal. minus .1 gal.) .15 gal.* (.25 gal. minus .1 gal.) .15 gal.*
(e) Cruise (e) Cruise
Using the total distance to be traveled during the flight, subtract Using the total distance to be traveled during the flight, subtract
the previously calculated distance to climb and distance to descend to the previously calculated distance to climb and distance to descend to
establish the total cruise distance. Refer to Figure 5-17 when establish the total cruise distance. Refer to Figure 5-17 when
selecting the cruise power setting. The established pressure altitude selecting the cruise power setting. The established pressure altitude
and temperature values and the selected cruise power should now be and temperature values and the selected cruise power should now be
utilized to determine the true airspeed from the Speed Power graph utilized to determine the true airspeed from the Speed Power graph
(Figures 5-19 or 5-21). (Figures 5-19 or 5-21).
Calculate the cruise fuel flow for the cruise power setting from Calculate the cruise fuel flow for the cruise power setting from
the information provided in Figures 5-19 or 5-21. the information provided in Figures 5-19 or 5-21.
The cruise time is found by dividing the cruise distance by the The cruise time is found by dividing the cruise distance by the
cruise speed, and the cruise fuel is found by multiplying the cruise cruise speed, and the cruise fuel is found by multiplying the cruise
fuel flow by the cruise time. fuel flow by the cruise time.
The cruise calculations established for the cruise segments of The cruise calculations established for the cruise segments of
the flight planning example are as follows: the flight planning example are as follows:
(1) Total Distance 300 miles (1) Total Distance 300 miles
(2) Cruise Distance (2) Cruise Distance
(e)(1) minus (c)(4) minus (d)(2), (e)(1) minus (c)(4) minus (d)(2),
(300 miles minus 4 miles minus (300 miles minus 4 miles minus
5 miles) 291 miles 5 miles) 291 miles
(3) Cruise Power, Best Economy (3) Cruise Power, Best Economy
Mixture 65% rated power Mixture 65% rated power
(4) Cruise Speed 88.5 KTS TAS* (4) Cruise Speed 88.5 KTS TAS*
(5) Cruise Fuel 4.9 GPH (5) Cruise Fuel 4.9 GPH
(6) Cruise Time (6) Cruise Time
(e)(2) divided by (e)(4), (291 miles (e)(2) divided by (e)(4), (291 miles
divided by 88.5 KTS) 3.29 hrs. divided by 88.5 KTS) 3.29 hrs.
(7) Cruise Fuel (7) Cruise Fuel
(e)(5) multiplied by (e)(6), (4.9 (e)(5) multiplied by (e)(6), (4.9
GHP multiplied by 3.29 hrs.) 16.1 gal. GHP multiplied by 3.29 hrs.) 16.1 gal.
(f) Total Flight Time (f) Total Flight Time
The total flight time is determined by adding the time to climb, The total flight time is determined by adding the time to climb,
the time to descend and the cruise time. Remember! The time values the time to descend and the cruise time. Remember! The time values
taken from the climb and descent graphs are in minutes and must taken from the climb and descent graphs are in minutes and must
be converted to hours before adding them to the cruise time. be converted to hours before adding them to the cruise time.
The following flight time is required for the flight planning The following flight time is required for the flight planning
example. example.
(1) Total Flight Time (1) Total Flight Time
(c)(3) plus (d)(l) plus (e)(6), (c)(3) plus (d)(l) plus (e)(6),
(.05 hrs. plus .04 hrs. plus 3.29 hrs.) 3.38 hrs. (.05 hrs. plus .04 hrs. plus 3.29 hrs.) 3.38 hrs.
(g) Total Fuel Required (g) Total Fuel Required
Determine the total fuel required by adding the fuel to climb, Determine the total fuel required by adding the fuel to climb,
the fuel to descend and the cruise fuel. When the total fuel (in the fuel to descend and the cruise fuel. When the total fuel (in
gallons) is determined, multiply this value by 6 lb/gal to determine gallons) is determined, multiply this value by 6 lb/gal to determine
the total fuel weight used for the flight. the total fuel weight used for the flight.
The total fuel calculations for the example flight plan are The total fuel calculations for the example flight plan are
shown below. shown below.
(1) Total Fuel Required (1) Total Fuel Required
(c)(5) plus (d)(3) plus (e)(7), (c)(5) plus (d)(3) plus (e)(7),
(.4 gal. plus .15 gal. plus 16.1 gal.) 16.65 gal. (.4 gal. plus .15 gal. plus 16.1 gal.) 16.65 gal.
(16.65 gal. multiplied by 6 lb/gal.) 99.9 lbs. (16.65 gal. multiplied by 6 lb/gal.) 99.9 lbs.
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5-8 5-8
5.7 PERFORMANCE GRAPHS 5.7 PERFORMANCE GRAPHS
LIST OF FIGURES LIST OF FIGURES
Figure Page Figure Page

No. No. No. No.
5-1 Temperature Conversion ............................................................. 5-10a 5-1 Temperature Conversion ............................................................. 5-10a
5-1a Airspeed Calibration................................................................... 5-10b 5-1a Airspeed Calibration................................................................... 5-10b
5-2 Stall Speed Vs. Angle of Bank (Outboard 5-2 Stall Speed Vs. Angle of Bank (Outboard
Flow Strips Installed) ............................................................. 5-11 Flow Strips Installed) ............................................................. 5-11
5-3 Stall Speed Vs. Angle of Bank (Outboard 5-3 Stall Speed Vs. Angle of Bank (Outboard
and Inboard Flow Strips Installed)......................................... 5-12 and Inboard Flow Strips Installed)......................................... 5-12
5-5 Takeoff Performance - Zero Degrees Wing Flaps ...................... 5-13 5-5 Takeoff Performance - Zero Degrees Wing Flaps ...................... 5-13
5-7 Takeoff Performance Over 50 Ft. Barrier - Zero 5-7 Takeoff Performance Over 50 Ft. Barrier - Zero
Degrees Wing Flaps ............................................................... 5-14 Degrees Wing Flaps ............................................................... 5-14
5-9 Takeoff Performance - One Notch Wing Flaps........................... 5-15 5-9 Takeoff Performance - One Notch Wing Flaps........................... 5-15
5-11 Takeoff Performance Over 50 Ft. Barrier - One 5-11 Takeoff Performance Over 50 Ft. Barrier - One
Notch Wing Flaps .................................................................. 5-16 Notch Wing Flaps .................................................................. 5-16
5-13 Climb Performance..................................................................... 5-17 5-13 Climb Performance..................................................................... 5-17
5-15 Fuel, Time and Distance to Climb .............................................. 5-18 5-15 Fuel, Time and Distance to Climb .............................................. 5-18
5-17 Engine Performance.................................................................... 5-19 5-17 Engine Performance.................................................................... 5-19
5-19 Speed Power - Best Power Mixture Below 75% ........................ 5-20 5-19 Speed Power - Best Power Mixture Below 75% ........................ 5-20
5-21 Speed Power - Best Economy Mixture....................................... 5-21 5-21 Speed Power - Best Economy Mixture....................................... 5-21
5-23 Best Power Range....................................................................... 5-22 5-23 Best Power Range....................................................................... 5-22
5-25 Best Economy Range.................................................................. 5-23 5-25 Best Economy Range.................................................................. 5-23
5-27 Best Power Endurance ................................................................ 5-24 5-27 Best Power Endurance ................................................................ 5-24
5-29 Best Economy Endurance........................................................... 5-25 5-29 Best Economy Endurance........................................................... 5-25
5-31 Fuel, Time and Distance to Descend .......................................... 5-26 5-31 Fuel, Time and Distance to Descend .......................................... 5-26
5-33 Glide Performance ...................................................................... 5-27 5-33 Glide Performance ...................................................................... 5-27
5-35 Landing Ground Roll (Outboard Flow Strips 5-35 Landing Ground Roll (Outboard Flow Strips
Installed) ................................................................................ 5-28 Installed) ................................................................................ 5-28
5-36 Landing Ground Roll (Outboard and Inboard 5-36 Landing Ground Roll (Outboard and Inboard
Flow Strips Installed) ............................................................. 5-28a Flow Strips Installed) ............................................................. 5-28a
5-37 Landing Distance Over 50 Ft. Barrier 5-37 Landing Distance Over 50 Ft. Barrier
(Outboard Flow Strips Installed)............................................ 5-28b (Outboard Flow Strips Installed)............................................ 5-28b
5-38 Landing Distance Over 50 Ft. Barrier 5-38 Landing Distance Over 50 Ft. Barrier
(Outboard and Inboard Flow Strips Installed) ....................... 5-29 (Outboard and Inboard Flow Strips Installed) ....................... 5-29
REPORT: 2126 ISSUED: DECEMBER 15, 1977 REPORT: 2126 ISSUED: DECEMBER 15, 1977
TEMPERATURE CONVERSION TEMPERATURE CONVERSION

ISSUED: JUNE 6, 1979 REPORT: 2126 ISSUED: JUNE 6, 1979 REPORT: 2126
5-10a 5-10a
AlRSPEED CALIBRATION AlRSPEED CALIBRATION
Figure 5-1a Figure 5-1a
REPORT: 2126 ISSUED: JUNE 6, 1979 REPORT: 2126 ISSUED: JUNE 6, 1979
5-10b 5-10b
STALL SPEED VS. ANGLE OF BANK STALL SPEED VS. ANGLE OF BANK
(OUTBOARD FLOW STRIPS INSTALLED) (OUTBOARD FLOW STRIPS INSTALLED)
STALL SPEED VS. ANGLE OF BANK STALL SPEED VS. ANGLE OF BANK
(OUTBOARD AND INBOARD FLOW STRIPS INSTALLED) (OUTBOARD AND INBOARD FLOW STRIPS INSTALLED)
TAKEOFF PERFORMANCE - ZERO DEGREES WING FLAPS TAKEOFF PERFORMANCE - ZERO DEGREES WING FLAPS
TAKEOFF PERFORMANCE OVER 50 FT. BARRIER - TAKEOFF PERFORMANCE OVER 50 FT. BARRIER -
ZERO DEGREES WING FLAPS ZERO DEGREES WING FLAPS
TAKEOFF PERFORMANCE - ONE NOTCH WING FLAPS TAKEOFF PERFORMANCE - ONE NOTCH WING FLAPS
TAKEOFF PERFORMANCE OVER 50 FT. BARRIER - TAKEOFF PERFORMANCE OVER 50 FT. BARRIER -
ONE NOTCH WING FLAPS ONE NOTCH WING FLAPS
5-16 ISSUED: DECEMBER 6, 1979 5-16 ISSUED: DECEMBER 6, 1979
CLIMB PERFORMANCE CLIMB PERFORMANCE
FUEL, TIME AND DISTANCE TO CLIMB FUEL, TIME AND DISTANCE TO CLIMB
ENGINE PERFORMANCE ENGINE PERFORMANCE

5-19 5-19
SPEED POWER - BEST POWER MIXTURE BELOW 75% SPEED POWER - BEST POWER MIXTURE BELOW 75%
SPEED POWER - BEST ECONOMY MIXTURE SPEED POWER - BEST ECONOMY MIXTURE
BEST POWER RANGE BEST POWER RANGE
BEST ECONOMY RANGE BEST ECONOMY RANGE
BEST POWER ENDURANCE BEST POWER ENDURANCE
BEST ECONOMY ENDURANCE BEST ECONOMY ENDURANCE
FUEL, TIME AND DISTANCE TO DESCEND FUEL, TIME AND DISTANCE TO DESCEND
GLIDE PERFORMANCE GLIDE PERFORMANCE
LANDING GROUND ROLL LANDING GROUND ROLL
LANDING GROUND ROLL LANDING GROUND ROLL
5-28a 5-28a
LANDING DISTANCE OVER 50 FT. BARRIER LANDING DISTANCE OVER 50 FT. BARRIER
REPORT: 2126 ISSUED: DECEMBER 18, 1978 REPORT: 2126 ISSUED: DECEMBER 18, 1978
5-28b REVISED: DECEMBER 6, 1979 5-28b REVISED: DECEMBER 6, 1979
LANDING DISTANCE OVER 50 FT. BARRIER LANDING DISTANCE OVER 50 FT. BARRIER
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

No. No. No. No.
6.1 General........................................................................................ 6-1 6.1 General........................................................................................ 6-1

6.3 Airplane Weighing Procedure..................................................... 6-2 6.3 Airplane Weighing Procedure..................................................... 6-2
6.5 Weight and Balance Data and Record ........................................ 6-5 6.5 Weight and Balance Data and Record ........................................ 6-5
6.7 Weight and Balance Determination for Flight............................ 6-9 6.7 Weight and Balance Determination for Flight............................ 6-9
6.9 *Equipment List ............................................................................ 6-13 6.9 *Equipment List ............................................................................ 6-13
(a) Propeller and Propeller Accessories............................. 6-13 (a) Propeller and Propeller Accessories............................. 6-13
(b) Engine and Engine Accessories ................................... 6-14 (b) Engine and Engine Accessories ................................... 6-14
(c) Landing Gear and Brakes ............................................. 6-16 (c) Landing Gear and Brakes ............................................. 6-16
(d) Electrical Equipment .................................................... 6-17a (d) Electrical Equipment .................................................... 6-17a
(e) Instruments ................................................................... 6-17b (e) Instruments ................................................................... 6-17b
(f) Miscellaneous............................................................... 6-19 (f) Miscellaneous............................................................... 6-19
(g) Engine and Engine Accessories (Optional (g) Engine and Engine Accessories (Optional
Equipment) .............................................................. 6-19 Equipment) .............................................................. 6-19
(h) Propeller and Propeller Accessories (h) Propeller and Propeller Accessories
(Optional Equipment).............................................. 6-20 (Optional Equipment).............................................. 6-20
(i) Landing Gear and Brakes (Optional (i) Landing Gear and Brakes (Optional
Equipment) .............................................................. 6-20 Equipment) .............................................................. 6-20
(j) Electrical Equipment (Optional Equipment)................ 6-21 (j) Electrical Equipment (Optional Equipment)................ 6-21
(k) Instruments (Optional Equipment)............................... 6-23 (k) Instruments (Optional Equipment)............................... 6-23
(l) Autopilots (Optional Equipment)................................. 6-25 (l) Autopilots (Optional Equipment)................................. 6-25
(m) Radio Equipment (Optional Equipment)...................... 6-25 (m) Radio Equipment (Optional Equipment)...................... 6-25
(n) Miscellaneous (Optional Equipment)........................... 6-30 (n) Miscellaneous (Optional Equipment)........................... 6-30
**Equipment List (Form 140-0268) ...........................ENCLOSED WITH **Equipment List (Form 140-0268) ...........................ENCLOSED WITH
THIS HANDBOOK THIS HANDBOOK
* For 1982 and preceding models. * For 1982 and preceding models.
** For 1983 and subsequent models. ** For 1983 and subsequent models.

6-i 6-i
PA-38-112, TOMAHAWK WEIGHT AND BALANCE PA-38-112, TOMAHAWK WEIGHT AND BALANCE
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE
In order to achieve the performance and flying characteristics which are In order to achieve the performance and flying characteristics which are
designed into the airplane, it must be flown with the weight and center of designed into the airplane, it must be flown with the weight and center of
gravity (C.G.) position within the approved operating range (envelope). gravity (C.G.) position within the approved operating range (envelope).
Although the airplane offers flexibility of loading, it cannot be flown with Although the airplane offers flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum the maximum number of adult passengers, full fuel tanks and maximum
baggage. With the flexibility comes responsibility. The pilot must ensure that baggage. With the flexibility comes responsibility. The pilot must ensure that
the airplane is loaded within the loading envelope before takeoff. the airplane is loaded within the loading envelope before takeoff.
Misloading carries consequences for any aircraft. An overloaded Misloading carries consequences for any aircraft. An overloaded
airplane will not take off, climb or cruise as well as a properly loaded one. 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. 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 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 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 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 prematurely on takeoff or tend to pitch up during climb. Longitudinal
stability will be reduced. This can lead to inadvertent stalls and even spins; stability will be reduced. This can lead to inadvertent stalls and even spins;
and spin recovery becomes more difficult as the center of gravity moves aft and spin recovery becomes more difficult as the center of gravity moves aft
of the approved limit. of the approved limit.
A properly loaded airplane, however, will perform as intended. Before A properly loaded airplane, however, will perform as intended. Before
the airplane is licensed, it is weighed, and a basic empty weight and C.G. the airplane is licensed, it is weighed, and a basic empty weight and C.G.
location is computed (basic empty weight consists of the standard empty location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty weight of the airplane plus the optional equipment). Using the basic empty
weight and C.G. location, the pilot can easily determine the weight and C.G. weight and C.G. location, the pilot can easily determine the weight and C.G.
position for the loaded airplane by computing the total weight and moment position for the loaded airplane by computing the total weight and moment
and then determining whether they are within the approved envelope. and then determining whether they are within the approved envelope.
WEIGHT AND BALANCE PA-38-112, TOMAHAWK WEIGHT AND BALANCE PA-38-112, TOMAHAWK
The basic empty weight and C.G. location are recorded in the Weight The basic empty weight and C.G. location are recorded in the Weight
and Balance Data Form (Figure 6-7) and the Weight and Balance Record and Balance Data Form (Figure 6-7) and the Weight and Balance Record
(Figure 6-9). The current values should always be used. Whenever new (Figure 6-9). The current values should always be used. Whenever new
equipment is added or any modification work is done, the mechanic equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight responsible for the work is required to compute a new basic empty weight
and C.G. position and to write these in the Aircraft Log Book and the 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. Weight and Balance Record. The owner should make sure that it is done.
A weight and balance calculation is necessary in determining how much A weight and balance calculation is necessary in determining how much
fuel or baggage can be boarded and still remain within allowable limits. fuel or baggage can be boarded and still remain within allowable limits.
Check calculations prior to adding fuel to insure against improper loading. Check calculations prior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in The following pages are forms used in weighing an airplane in
production and in computing basic empty weight, C.G. position, production and in computing basic empty weight, C.G. position,
and useful load. Note that the useful load includes usable fuel, baggage, and useful load. Note that the useful load includes usable fuel, baggage,
cargo and passengers. Following this is the method for computing takeoff cargo and passengers. Following this is the method for computing takeoff
weight and C.G. weight and C.G.
6.3 AIRPLANE WEIGHING PROCEDURE 6.3 AIRPLANE WEIGHING PROCEDURE
At the time of licensing, Piper Aircraft Corporation provides each At the time of licensing, Piper Aircraft Corporation provides each
airplane with the basic empty weight and center of gravity location. This airplane with the basic empty weight and center of gravity location. This
data is supplied by Figure 6-7. data is supplied by Figure 6-7.
The removal or addition of equipment or airplane modifications can The removal or addition of equipment or airplane modifications can
affect the basic empty weight and center of gravity. The following is a affect the basic empty weight and center of gravity. The following is a
weighing procedure to determine this basic empty weight and center of weighing procedure to determine this basic empty weight and center of
gravity location: gravity location:
(a) Preparation (a) Preparation
(1) Be certain that all items checked in the airplane equipment (1) Be certain that all items checked in the airplane equipment
list are installed in the proper location in the airplane. list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items (2) Remove excessive dirt, grease, moisture, foreign items
such as rags and tools from the airplane before weighing. such as rags and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all re- (3) Defuel airplane. Then open all fuel drains until all re-
maining fuel is drained. Operate engine on each tank until maining fuel is drained. Operate engine on each tank until
all undrainable fuel is used and engine stops. all undrainable fuel is used and engine stops.
(4) Fill to full capacity with oil and operating fluids. (4) Fill to full capacity with oil and operating fluids.
(5) Place pilot and copilot seats in a center position on the seat (5) Place pilot and copilot seats in a center position on the seat
tracks. Put flaps in the fully retracted position and all tracks. Put flaps in the fully retracted position and all
control surfaces in the neutral position. Tow bar should be control surfaces in the neutral position. Tow bar should be
in the proper location and all doors closed. in the proper location and all doors closed.
(6) Weigh the airplane inside a closed building to prevent (6) Weigh the airplane inside a closed building to prevent
errors in scale readings due to wind. errors in scale readings due to wind.
(b) Leveling (b) Leveling
Level the airplane (refer to Figure 6-3) deflating the nose wheel Level the airplane (refer to Figure 6-3) deflating the nose wheel
tire to center bubble on level. tire to center bubble on level.
(c) Weighing - Airplane Basic Empty Weight (c) Weighing - Airplane Basic Empty Weight
(1) With the airplane level and brakes released, record the (1) With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from weight shown on each scale. Deduct the tare, if any, from
each reading. each reading.
AIRPLANE AS WEIGHED AIRPLANE AS WEIGHED

(Including full oil and operating fluids but no fuel) (Including full oil and operating fluids but no fuel)
Scale Net Scale Net

Scale Position and Symbol Reading Tare Weight Scale Position and Symbol Reading Tare Weight
Nose Wheel (N) Nose Wheel (N)
Right Main Wheel (R) Right Main Wheel (R)
Left Main Wheel (L) Left Main Wheel (L)
Weight, as Weighed (T) Weight, as Weighed (T)
WEIGHING FORM WEIGHING FORM

6-3 6-3
(d) Center of Gravity (d) Center of Gravity
(1) The following geometry applies to the PA-38-112 airplane (1) The following geometry applies to the PA-38-112 airplane
when it is level. Refer to Leveling paragraph 6.3 (b). when it is level. Refer to Leveling paragraph 6.3 (b).
LEVELING DIAGRAM LEVELING DIAGRAM

(2) The empty weight center of gravity (as weighed including (2) The empty weight center of gravity (as weighed including
optional equipment, full oil and operating fluids) can be optional equipment, full oil and operating fluids) can be
determined by the following formula: determined by the following formula:
C.G. Arm = N (A) + (R + L) (B) inches C.G. Arm = N (A) + (R + L) (B) inches
T T
Where: T = N + R + L Where: T = N + R + L
6-4 6-4
(e) Basic Empty Weight (e) Basic Empty Weight
Arm Arm
Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (Lb-In.) Item (Lbs) of Datum) (Lb-In.)
Weight (as Weighed) Weight (as Weighed)
Unusable fuel (2 gal.) 12.0 75.4 905 Unusable fuel (2 gal.) 12.0 75.4 905
Basic Empty Weight Basic Empty Weight
BASIC EMPTY WEIGHT BASIC EMPTY WEIGHT

6.5 WEIGHT AND BALANCE DATA AND RECORD 6.5 WEIGHT AND BALANCE DATA AND RECORD
The Basic Empty Weight, Center of Gravity location and Useful Load The Basic Empty Weight, Center of Gravity location and Useful Load
listed in Figure 6-7 are for the airplane as licensed at the factory. These listed in Figure 6-7 are for the airplane as licensed at the factory. These
figures apply only to the specific airplane serial number and registration figures apply only to the specific airplane serial number and registration
number shown. number shown.
The basic empty weight of the airplane as licensed at the factory has The basic empty weight of the airplane as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-9). This form is been entered in the Weight and Balance Record (Figure 6-9). This form is
provided to present the current status of the airplane basic empty weight provided to present the current status of the airplane basic empty weight
and a complete history of previous modifications. Any change to the and a complete history of previous modifications. Any change to the
permanently installed equipment or modification which affects weight or permanently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record. moment must be entered in the Weight and Balance Record.
MODEL PA-38-112 TOMAHAWK MODEL PA-38-112 TOMAHAWK
Airplane Serial Number _______________________ Airplane Serial Number _______________________
Registration Number __________________________ Registration Number __________________________
Date _______________________________________ Date _______________________________________
AIRPLANE BASIC EMPTY WEIGHT AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm C.G. Arm

Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs ) of Datum) (Lb-In.) Item (Lbs ) of Datum) (Lb-In.)
Actual Actual
Standard Empty Weight* Computed Standard Empty Weight* Computed
Optional Equipment Optional Equipment
*The standard empty weight includes full oil capacity and 2.0 gallons of *The standard empty weight includes full oil capacity and 2.0 gallons of
unusable fuel. unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Gross Weight) - (Basic Empty Weight) = Useful Load (Gross Weight) - (Basic Empty Weight) = Useful Load
Normal Category: (1670 lbs.) - ( lbs.) = lbs. Normal Category: (1670 lbs.) - ( lbs.) = lbs.
Utility Category: (1670 lbs.) - ( lbs.) = lbs. Utility Category: (1670 lbs.) - ( lbs.) = lbs.
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE
FOR THE AIRPLANE AS LICENSED AT THE FACTORY. FOR THE AIRPLANE AS LICENSED AT THE FACTORY.
REFER TO APPROPRIATE AIRCRAFT RECORD WHEN REFER TO APPROPRIATE AIRCRAFT RECORD WHEN
ALTERATIONS HAVE BEEN MADE. ALTERATIONS HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM WEIGHT AND BALANCE DATA FORM
REVISED: MAY 10, 1982
ISSUED: JANUARY 20, 1978
PA-38-112, TOMAHAWK
PIPER AIRCRAFT CORPORATION
PA-38-112 Serial Number Registration Number Page Number
Running Basic
Removed (-)
Added (+)
Item No.
Weight Change Empty Weight
Date Description of Article
or Modification Wt. Arm Moment Wt. Moment
(Lb.) (In.) /100 (Lb.) /100
WEIGHT AND BALANCE RECORD
As licensed
Figure 6-9
WEIGHT AND BALANCE

REPORT: 2126
SECTION 6
6-7
PA-38-112, TOMAHAWK
Running Basic
Removed (-)
Added (+)
Item No.

(Lb.) (In.) /100 (Lb.) /100
WEIGHT AND BALANCE RECORD
As licensed
Figure 6-9
WEIGHT AND BALANCE

REPORT: 2126
SECTION 6
6-7
6-8
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
Running Basic
Removed (-)
Added (+)
Item No.
WEIGHT AND BALANCE RECORD (cont)
(Lb.) (In.) /100 (Lb.) /100

Figure 6-9 (cont)

PA-38-112, TOMAHAWK
6-8
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
Running Basic
Removed (-)
Added (+)
Item No.

WEIGHT AND BALANCE RECORD (cont)
(Lb.) (In.) /100 (Lb.) /100

Figure 6-9 (cont)

PA-38-112, TOMAHAWK
6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6.7 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the basic empty weight. (a) Add the weight of all items to be loaded to the basic empty weight.
(b) Use the Loading Graph (Figure 6-15) to determine the moment of (b) Use the Loading Graph (Figure 6-15) to determine the moment of
all items to be carried in the airplane. all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the basic empty weight (c) Add the moment of all items to be loaded to the basic empty weight
moment. moment.
(d) Divide the total moment by the total weight to determine the C.G. (d) Divide the total moment by the total weight to determine the C.G.
location. location.
(e) By using the figures of item (a) and item (d) (above), locate a point (e) By using the figures of item (a) and item (d) (above), locate a point
on the C.G. range and weight graph (Figure 6-17). If the point falls on the C.G. range and weight graph (Figure 6-17). If the point falls
within the C.G. envelope, the loading meets the weight and balance within the C.G. envelope, the loading meets the weight and balance
requirements. requirements.
Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs.) (Inches) (Lb-In.) (Lbs.) (Inches) (Lb-In.)
Basic Empty Weight 1169.0 73.2 85570 Basic Empty Weight 1169.0 73.2 85570
Pilot and Passenger** 340.0 85.5 29070 Pilot and Passenger** 340.0 85.5 29070
Fuel (30 Gallon Maximum) 61.0 75.4 4599 Fuel (30 Gallon Maximum) 61.0 75.4 4599
Baggage (100 Lbs. Maximum)* 100.0 115.0 11500 Baggage (100 Lbs. Maximum)* 100.0 115.0 11500
Total Loaded Airplane 1670.0 78.3 130739 Total Loaded Airplane 1670.0 78.3 130739
The center of gravity (C.G.) of this sample loading problem is at 78.3 inches The center of gravity (C.G.) of this sample loading problem is at 78.3 inches
aft of the datum line. Locate this point (78.3) on the C.G. range and aft of the datum line. Locate this point (78.3) on the C.G. range and
weight graph. Since this point falls within the weight - C.G. envelope, this weight graph. Since this point falls within the weight - C.G. envelope, this
sample loading meets the weight and balance requirements. sample loading meets the weight and balance requirements.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT
OW N E R T O I N S U R E T H AT T H E A I R P L A N E I S L OA D E D OW N E R T O I N S U R E T H AT T H E A I R P L A N E I S L OA D E D
PROPERLY. PROPERLY.
* No baggage allowed for spins. * No baggage allowed for spins.

** Occupant C.G. is shown with the seats in the fourth notch from the most ** Occupant C.G. is shown with the seats in the fourth notch from the most
forward position. See Figure 6-14 for the seat position and corresponding forward position. See Figure 6-14 for the seat position and corresponding
arm aft datum. arm aft datum.
SAMPLE LOADING PROBLEM (NORMAL CATEGORY) SAMPLE LOADING PROBLEM (NORMAL CATEGORY)
Arm Aft Arm Aft

Weight Datum Moment Weight Datum Moment
(Lbs.) (Inches) (Lb-In.) (Lbs.) (Inches) (Lb-In.)
Pilot and Passenger** 85.5 Pilot and Passenger** 85.5
Fuel (30 Gallon Maximum) 75.4 Fuel (30 Gallon Maximum) 75.4
Baggage (100 Lbs. Maximum)* 115.0 Baggage (100 Lbs. Maximum)* 115.0
Total Loaded Airplane Total Loaded Airplane
Totals must be within approved weight and C.G. limits. It is the responsi- Totals must be within approved weight and C.G. limits. It is the responsi-
bility of the airplane owner and the pilot to insure that the airplane is loaded bility 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 properly. The Basic Empty Weight C.G. is noted on the Weight and Balance
Data Form (Figure 6-7). If the airplane has been altered, refer to the Weight Data Form (Figure 6-7). If the airplane has been altered, refer to the Weight
and Balance Record for this information. and Balance Record for this information.
* No baggage allowed for spins. * No baggage allowed for spins.

** Occupant C.G. is shown with the seats in the fourth notch from the most ** Occupant C.G. is shown with the seats in the fourth notch from the most
forward position. For other seat locations and corresponding arm aft forward position. For other seat locations and corresponding arm aft
datum see Figure 6-14. datum see Figure 6-14.
WEIGHT AND BALANCE LOADING FORM WEIGHT AND BALANCE LOADING FORM
Arm Aft Arm Aft

Seat Position Datum (Inches) Seat Position Datum (Inches)
FWD 1 80.8 FWD 1 80.8
2 82.3 2 82.3
3 83.9 3 83.9
4 85.5 4 85.5
5 87.5 5 87.5
AFT 6 89.5 AFT 6 89.5
SEAT POSITION AND CORRESPONDING ARM AFT DATUM SEAT POSITION AND CORRESPONDING ARM AFT DATUM
*Loading graph is shown with the seats in the fourth notch from the most *Loading graph is shown with the seats in the fourth notch from the most
forward position. If C.G. falls near the forward or aft limit, occupant seat forward position. If C.G. falls near the forward or aft limit, occupant seat
positions are important; and moments should be calculated by multiplying positions are important; and moments should be calculated by multiplying
pilot and passenger weight by appropriate arm aft datum (see Figure pilot and passenger weight by appropriate arm aft datum (see Figure
6-14), rather than determined by the loading graph. 6-14), rather than determined by the loading graph.
LOADING GRAPH LOADING GRAPH

C. G. RANGE AND WEIGHT C. G. RANGE AND WEIGHT

6-12 6-12
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-13
PA-38-112, TOMAHAWK
6.9 EQUIPMENT LIST
The following is a list of equipment which may be installed in the P A-3S-112. It consists of those items used
for defining the configuration of an airplane when the basic empty weight is established at the time of licensing.
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 licensed by the manufacturer.
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.
Unless otherwise indicated, the installation certification number (Cert. Basis) for the equipment included in
this list is TC A ISS0.
PIPER AIRCRAFT CORPORATION PA-3S-1l2 TOMAHAWK
SERIAL NO. REGISTRATION NO. DATE:

(a) Propeller and Propeller Accessories
WEIGHT AND BALANCE
Item Mark if Weight Arm (In.) Moment

No. It~m Instl. (Pounds) Aft Datum (Lb-In.)
REPORT: 2126
A Propeller, Sense:lich 72CK-O-56

SECTION 6
Piper PS50077-41
Cert. Basis - Sensenich TC P904 24.9 7.S 195
3 Spinner and Attachment Plates

6-13
Piper Dwg. 77710-2 5.0 5.3 26

6-14
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
REVISED: JANUARY 15, 1981
PA-38-112, TOMAHAWK
6-14
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(b) Engine and Engine Accessories

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
7 B Engine, Lycoming Model 0-235-L2C

Piper Dwg. 77650-2
Cert. Basis - Lyc. TC E223 248.0* 24.3 6026
9 A Alternator 60 amp,
Prestolite No. AL Y6421 13.0** 15.2 198
11 A Starter, Prestolite
MZ4204 17.0** 16.5 280
13 A Fuel Pump, Elec. Aux.,

Bendix Model 478360 1.8 44.0 79
15 A Fuel Pump, Engine Driven,

PA-38-112, TOMAHAWK
Lycoming Dwg. 75246 or LW-15472

Cert. Basis - Lyc. TC E223 1.5 36.6 55
17 B Oil Filter Cooling Shroud,

Piper Dwg. 77672-2 1.0 40.5 41
*Dry basic engine

**Included in engine weight
REVISED: MARCH 1, 1979
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-15
REVISED: MARCH 1, 1979
PA-38-112, TOMAHAWK
(b) Engine and Engine Accessories (cont)

19 A Air Filter,
Donaldson P 12-0494 0.4 24.5 10
21 A Gascolator,
Piper Dwg. 77908-4 0.6 39.5 24
23 A Fuel Quick Drains (2)

Curtis CCA 1550 0.05 79.3 4
25 A Oil Filter - Lyc. L W 13215*

(Champion CH 48110)
Cert. Basis - TC E223 2.5 40.0 100
WEIGHT AND BALANCE
27 A Engine Primer Pump**

Essex K2406-SAE-2 0.4 24.4 10
REPORT: 2126
SECTION 6
*With adapter
**Standard on aircraft with serial nos. 38-79AOOOI and up. Optional on earlier aircraft.
6-15
6-16
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-16
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(c) Landing Gear and Brakes

No. Item Instl. ( Pounds) Aft Datum ( Lb-In.)
31 Two Main Wheel Assemblies 25.3 90.0 2277

B a. Cleveland Aircraft Prod ucts
Wheel Assy .• Piper PS50035-17
Cert. Basis -TSO C26a 9.5 90.0 855
Brake Assy .• Piper PS50 121-6 and -7
Cert. Basis - TSO C26a 4.3* 90.0 387
B b. 5.00-5 4 ply tires. Piper PS501191-1.
with Regular tubes. Piper PS50119-100
Cert. Basis - TSO C62 11.5 90.0 1035
33 One Nose Wheel Assembly 13.7 33.0 452

B a. Cleveland Aircraft Prod ucts

PA-38-112, TOMAHAWK
Wheel Assy .. Piper PS50035-12 or -15

Cert. Basis - TSO C26a 7.9 33.0 261
B b. 5.00-5 4 ply tires. Piper PS50019-1. with
Regular tube. Piper PS50019-100
Cert. Basis - TSO C62 5.8 33.0 191
*Indudes two axles

PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-17
PA-38-112, TOMAHAWK
(c) Landing Gear and Brakes (cont)

35 Two Main Wheel Assemblies 34.2 90.0 3078

A a. Cleveland Aircraft Products
Wheel Assy., No. 40-590
Cert. Basis - TSO C26a 14.3 ,90.0 1287
Brake Assy., No. 30-53A
Cert. Basis - TSO C26a 4.9* 90.0 441
A b. 6.00-6 Type III 4 ply Rating Tires
with Regular tubes
Cert. Basis - TSO C62 15.0 90.0 1350
37 One Nose Wheel Assembly 19.3 33.0 637
A a. Cleveland Aircraft Products
Wheel Assy., Piper PS50035-23
Cert. Basis - TSO C26a 11.8 33.0 390
WEIGHT AND BALANCE
A b. 6.00-6 Type III 4 ply Rating Tire

with Regular tube
Cert. Basis - TSO C62 7.5 33.0 248
39 A Parking/ Handbrake
REPORT: 2126
Piper Dwg. 77420-2 1.6 56.9 91

SECTION 6
6-17
*Inc1udes two axles

6-17a
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-17a
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(d) Electrical Equipment

41 A Battery 12Y, 25 A.H.,

Rebat Model S-25 21.9 42.6 933
43 A Yoltage Regulator,
Wico Electric No. X 18150
or Lamar FY R 3024 0.9 48.0 44
45 A Overvoltage Relay,
Wico Electric No. X 16799 0.5 48.2 24
47 A Stall Warning Device,

Safe Flight I nstrument Corp.
C52207-4 0.2 48.5 10
PA-38-112, TOMAHAWK
49 A Stall Warning Horn,

Piper Dwg. 77976-2
Safeflight 53534-1 0.2 48.5 10
51 Instrument Lights Instl. (Supplemental)

Piper Dwg. 77534-2 0.6 64.5 39
53 Emergency Light Instl.

Piper Dwg. 77535-2 0.6 56.7 34
ISSUED: JANUARY 15,1981
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-17b
ISSUED: JANUARY 15,1981
PA-38-112, TOMAHAWK
(e) Instruments

No. Item Instl. ( Pounds) Aft Datum (Lb-In. )
57 A Compass, Airpath C-2200 L48.

Piper Dwg. 77970-2
Cert. Basis - TSO C7c 0.9 70.5 64
59 B Airspeed Indicator,
Piper Dwg. 61905-2
Cert. Basis - TSO C2b 0.6 61.9 37
61 A Tachometer, Piper Dwg. 77980-2 0.7 61.3 43
62 A Altimeter
WEIGHT AND BALANCE
a. Piper PS50008-10 1.0 61.0 61

b. United Instr.. Inc. - 5934 PA-I
Piper Dwg. 77970 1.0 61.0 61
REPORT: 2126
63 B Altimeter, Piper PS50008-2-2

Cert. Basis - TSO C lOb 1.0 61.0 61
SECTION 6
6-17b
6-18
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
REVISED: NOVEMBER 2, 1981
PA-38-112, TOMAHAWK
6-18
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(e) Instruments (cont)
Mark if Weight Arm (In.) Moment

Item
Item Instl. (Pounds) Aft .Datum ( Lb-In.)
No.
65 A Engine Cluster, *
Piper Dwg. 77913-2 or - 7 0.6 62.5 38
67 A Fuel Gauges (Left and Right)

Piper Dwg. 77985-2 and -3 0.4 63.5 26
69 Outside Air Temp. Gauge

Piper Dwg. 99479-2 or -3 0.2 75.1 15 PIPER AIRCRAFT CORPORATION
PA-38-112, TOMAHAWK
*Ammeter, Oil Temp., Oil Pressure, Fuel Pressure

PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-19
PA-38-112, TOMAHAWK
(f) Miscellaneous

77 A Seat Belts (2) and Shoulder Harness (2) ea.

Piper Dwg. 77767-2 and 3
TSO-C-22F 2.0 95.0 190
79 A Ash Tray, Grand Rapids Metal Craft

2A-21560 0.5 86.6 43
81 A Pilot's Operating Handbook 2.6
83 A Flow Strips
Inboard
Outboard
(g) Engine and Engine Accessories
WEIGHT AND BALANCE
(Optional Equipment)

REPORT: 2126
87 C Engine, Lycoming Model 0-235-L2A

SECTION 6
(with Bendix Magnetos)

Piper Dwg. 77650-3
Cert. Basis - Lyc. TC E223 252.0* 24.3 6124
6-19
*Dry basic engine

6-20
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-20
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(g) Engine and Engine Accessories
(Optional Equipment) (cont)

No. Item 1:nstl. (Pounds) Aft Datum (Lh-In.)
89 Engine Primer Pump**
Essex K2406-SAE-2 0.4 24.4 10
90 Oil Cooler Instl.

Piper Dwg. 77896-2 4.0 33.5 134
(h) Propeller and Propeller Accessories

(Optional Equipment) PIPER AIRCRAFT CORPORATION

No. Item Instl. (Pounds) Aft Datum (Lh-In.)
PA-38-112, TOMAHAWK
(i) Landing Gear and Brakes


103 Toe Brakes (Dual),

Piper Dwg. 77825-3 & 77918-3 7.6* 49.4 375
*Right and Left
**Optional on aircraft with serial nos. 38-78AOOO I through 38-78A0844. All aircraft included the engine primer
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-21
PA-38-112, TOMAHAWK
(i) Landing Gear and Brakes

104 C 6.00 x 6 Tire Assemblies (Complete)

Piper Dwgs: 77775-3, 61889-2 &
61889-3 14.6* 67.6 987
(j) Electrical Equipment


119 Night Lighting

WEIGHT AND BALANCE
Piper Dwg. 77920-3

(Includes Instrument, Landing, Tail
and Navigation -Strobe lights with
Power Supply and Harnesses) 8.3 81.3 675
REPORT: 2126
SECTION 6
*Weight and moment difference between 5.00 x 5 and 6.00 x 6 Tire Assemblies. (Optional 6.00 x 6
6-21
Tire Assemblies must include two main wheel assemblies and one nose wheel assembly.)
6-22
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-22
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
G) Electrical Equipment

121 Heated Pi tot Head,

Piper Dwg. 77929-4 0.4 79.2 32
123 Cabin Speaker,

Magitran P-5B 0.6 92.3 56
125 Auxiliary Power Receptacle,

88.0 502
Piper Dwg. 77583-2 5.7
127 External Power Cable,

Piper Dwg. 62355-2 4.6 as installed

PA-38-112, TOMAHAWK
131 Carburetor Air Temperature

Indicator Instl.
Piper Dwg. 77531-2 2.0 51.4 103
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
SECTION 6
"..... .....
PA-38-112, TOMAHAWK
~r.Il
(k) Instruments
<r.Il
~
r.Il~
.. ..c.. .
~~ Item Mark if Weight Arm (In.) Moment
~

c....>
>Z
Z~ 135 C Airspeed Indicator, (True Airspeed)
~>
,,<
>"
<w
Piper Dwg. 61906-2
.,...~
JI'.,... 137 C Altimeter, Piper
.,...\0
\0....:1 PS50008-3-2 1.0 61.0 61
.,...
0000
139 Attitude Gyro,

Piper Dwg. 77970-5
141 Directional Gyro,

Piper Dwg. 77970-5 •
WEIGHT AND BALANCE
143 Vertical Speed Indicator,

Piper Dwg. 77970-3 or -4 or-5
" l'!!I
~
SECTION 6
0
145 Turn and Slip Indicator,
. ".,...
o...w
ww
CoHo...
~ Piper Dwg. 77970-4 or -5
WEIGHT AND BALANCE
SECTION 6
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
SECTION 6
CPoI" (k) Instruments
~~ (Optional Equipment) (cont)
~~
0
"
~
N
~
Item
No. Item
Mark if
Instl.
Weight
(Pounds)
Arm (In.)
Aft Datum
Moment
(Lb-ln.)
N
CPoI 147 Outside Air Temp. Gauge,
Piper Dwg. 99479-0,-2 or -3 0.2 75.1 15
149 Clock, CA 7613

Piper Dwg. 77970 0.4 62.5 25
151 Hour Meter, Hobbs

M-15006-15, Datcon 773,
Piper Dwg. 77946-2 0.3 61.3 19
"
~-
<00
_00
oo~
153 Vacuum Gauge,
UMA 3-200-1
Piper Dwg. 77970-5 0.1 62.0 7
PA-38-112, TOMAHAWK
~~
~~
~c....
»
Zz
~~
»
""
«
~
.
u.=
...
~
N
~
\C\C
cae .....
~ cae
REVISED: JUNE 30, 1981
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-25
PA-38-112, TOMAHAWK
(I) Autopilots

No. Item Inst\. (Pounds) Aft Datum (Lb-In.)
(m) Radio Equipment

Item Mark if Weight Arm On.) Moment

No. Item Instl. (Pounds) Aft Datum (Lb-In. )
171 King Avionics Inst.
a. Piper Dwg. 09181-2 13.5 78.6 1061
b. Piper Dwg. 09349-2 or
09217-3 or 09603-2 or 09604-3
or 09747-2 11.7 81.4 952
WEIGHT AND BALANCE
173 King Avionics Instl.

Piper Dwg. 09217-2 or 09604-2 10.5 83.8 880
175 King Avionics Instl.
(With Glideslope)
REPORT: 2126
Piper Dwg. 09349-3 or 09603-3

SECTION 6
or 09747-3 13.5 76.0 1026

6-25
6-25a
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
ISSUED: JUNE 30, 1981
6-25a
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

177 King Avionics Inst!.. Piper

Dwg. 08316-2 or 08321-2 9.5 85.8 815
179 King Avionics Instl.. Piper

Dwg. 08316-3 or 08321-3 9.7 83.8 813
181 King Avionics Instl.. (Second

NavjComm) Piper Dwg.
08316-4 or 08321-4 17.6 72.0 1267
182 King Avionics Inst!.. (Second

Nav/Comm with Glide Slope)
PA-38-112, TOMAHAWK
Piper Dwg. 08316-5 or 08321-5 17.8 71.1 1266

PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-25b
PA-38-112, TOMAHAWK
(m) Radio Equipment

191 Narco Avionics Instl.. Piper

Dwg. 09188-2 or 09608-2 or
08418-2 10.7 88.7 949
193 Narco Avionics Instl..

with Glide Slope
Piper Dwg. 08418-3 10.9 88.3 962
195 Narco Avionics Instl.

(Second Nav I Comm)
Piper Dwg. 08418-4 17.7 78.2 1384
WEIGHT AND BALANCE
197 Narco Avionics Instl.. (Second

Nav/Comm with Glide Slope)
Piper Dwg. 08418-5 17.9 78.0 1396
REPORT: 2126
SECTION 6
6-25b
6-25c 6-25c
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-25d
PA-38-112, TOMAHAWK
(m) Radio Equipment

No. Item Inst\. (Pounds) Aft Datum (Lb-In. )
201 Collins Avionics InstL Piper

Dwg. 09194-2 or 09217-4 or
09606-2 or 09604-4 or 09748-2 or
08384-2 or 08387-2 11.6 83.3 966
203 Collins Avionics Instl.,

(with Glide Slope)
Piper Dwg. 08384-3 or 08387-3 14.4 77.9 1122
205 Collins Avionics InstL

(Second Nav I Comm)
Piper Dwg. 08384-4 or 08387-4 24.0 69.5 1668
WEIGHT AND BALANCE
207 Collins Avionics InstL

(Second Nav / Comm with Glide
Slope) Piper Dwg. 08384-5
or 08387-5 26.8 68.1 1825
REPORT: 2126
SECTION 6
6-25d
6-26
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-26
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

No. Item Inst!. ( Pounds) Aft Datum (Lb-In.l
211 Second Nav Comm Instl..

Piper Dwg. 09347-2 8.7 68.5 596

Piper Dwg. 09189-2 7.2 75.3 542

Piper Dwg. 09195-2 8.1 69.1 560
217 Audio Selector Panel Instl..

Piper Dwg. 09183-2 2.3 60.4 139
219 Audio Selector Panel Inst!..

PA-38-112, TOMAHAWK
Piper Dwg. 09 J90-2 or 08421-2 1.9 71.2 135
221 Audio Selector Panel Instl..

Piper Dwg. 09196-2 or 08388-5 2.2 68.0 150
223 Audio Selector Panel

(Aud-250). Piper Dwg. 09196-3 1.9 69.0 131
225 Audio Inst!. (King KA-134)

Piper Dwg. 09596-2 0.1 AIO A
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-27
PA-38-112, TOMAHAWK
(m) Radio Equipment

227 Transponder Instl., Piper Dwg.

09197-2 or 08388-4 2.2 58.8 129

09184-2 or 08327-4 3.3 57.2 189

09191-2 or 08421-4 2.5 61.9 155
233 ADF Instl., Piper Drawing

09191-2 or 08421-3 5.7 84.1 479
235 ADF Instl.. Piper Drawing

WEIGHT AND BALANCE
09452-2 or 08388-3 5.1 87.4 446
237 ADF Instl., Piper Drawing

09185-2 or 08327-3 6.3 84.1 530
REPORT: 2126
239 Glide Slope/ Marker Beacon

SECTION 6
Instl.. Piper Dwg. 09193-2

(Exchange for Nav I Indicator) 0.2* 63.0 13
6-27
*Weight and moment difference between Nav I Indicator and Glide Slope Installation.
6-28
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-28
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
Item Mark if Weight Arm (In.) . Moment

241 Glide Slope Instl. (Collins),

Piper Dwg. 09199-2 (Exchange
for Nav 1 Ind.) 2.3* 48.1 III
243 Marker Beacon Instl., Piper Dwg.

09187-2 or 09598-2 or 08327-2 Q.6 63.0 38 PIPER AIRCRAFT CORPORATION
245 Marker Beacon InstL Piper Dwg.

09201-2 or 08388-2 0.7 63.0 44
247 Encoding Altimeter Instl., Piper

Dwg. 09127-0 or -2 (United) or

PA-38-112, TOMAHAWK
08331-2 or 08331-4 or 08331-6 1.9 63.0 120
249 Encoder Instl. - Blind

Piper Dwg. 09612-2 (United) or
08331-3 or 08331-5 or 08331-7 1.5 47.0 71
*Weight and moment difference between Nav I Indicator and Glide Slope Installation.
PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-29
PA-38-112, TOMAHAWK
(m) Radio Equipment

251 Emergency Locator Transmitter

(Narco) EL T 10 3.5** 98.0 343
253 Emergency Locator Transmitter

(CCC) CIR-II 1.7** 98.0 167
255 Indicator InstI..Nav Exchange

Piper Dwg. 08332-2 or 08332-4 .6 60.0 36
257 Indicator InstI.. Nav Exchange

Piper Dwg. 08332-3 .5 60.0 30
WEIGHT AND BALANCE
**Weight includes antenna and cable.

REPORT: 2126
SECTION 6
6-29
6-30
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
PA-38-112, TOMAHAWK
6-30
REPORT: 2126
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

301 Stainless Steel Control Cables
Piper Dwg. 77825-4. -5
303 Assist Step.

Piper Dwg. 77768-2 and -3 1.9 (ea.) 112.5 214
305 C I nertia Safety Belts, 4 point harness

(2) 0.8 Ibs. each,
Piper Dwg. 77824-2 1.6 108.0 173
307 Sun Visors (2)

Piper Dwg. 77757-3 & 77725-2 1.3 71.2 92

PA-38-112, TOMAHAWK
309 Tow Bar

Piper Dwg. 77503-2 1.3 105.1 137
311 Vacuum System, Piper Dwg. 77948,

61998-2. 61999-2 3.9* 42.6 166
*Pump, regulator, filter and hoses.

PA-38-112, TOMAHAWK
WEIGHT AND BALANCE
REPORT: 2126
SECTION 6
6-31
PA-38-112, TOMAHAWK
(n) Miscellaneous

313 Fire Extinguisher Instl.

Piper Dwg. 77803-2 5.3 101.5 538
315 Document Container

Piper Dwg. 77555-2 1.5 117.3 176
317 Static Wicks. set of seven

Piper Dwg. 77886-2
319 Glove Compartment

Piper Dwg. 61939-2 0.9 57.2 52
WEIGHT AND BALANCE
321 Engine Breather Tube

Insulation Instl.
Piper Dwg. 77540-2
REPORT: 2126
SECTION 6
TOTAL OPTIONAL EQUIPMENT

6-31
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS

No. No. No. No.
7.1 The Airplane ............................................................................... 7-1 7.1 The Airplane ............................................................................... 7-1
7.3 Airframe...................................................................................... 7-1 7.3 Airframe...................................................................................... 7-1
7.5 Engine and Propeller................................................................... 7-2 7.5 Engine and Propeller................................................................... 7-2
7.7 Landing Gear and Brakes ........................................................... 7-3 7.7 Landing Gear and Brakes ........................................................... 7-3
7.9 Flight Controls ............................................................................ 7-5 7.9 Flight Controls ............................................................................ 7-5
7.11 Engine Controls .......................................................................... 7-6 7.11 Engine Controls .......................................................................... 7-6
7.13 Fuel System ................................................................................ 7-6 7.13 Fuel System ................................................................................ 7-6
7.15 Electrical System ........................................................................ 7-8 7.15 Electrical System ........................................................................ 7-8
7.17 Instrument Panel ......................................................................... 7-13 7.17 Instrument Panel ......................................................................... 7-13
7 19 Vacuum System .......................................................................... 7-15 7 19 Vacuum System .......................................................................... 7-15
7.21 Pitot-Static System...................................................................... 7-16 7.21 Pitot-Static System...................................................................... 7-16
7.23 Heating and Ventilating System.................................................. 7-19 7.23 Heating and Ventilating System.................................................. 7-19
7.25 Cabin Features ............................................................................ 7-19 7.25 Cabin Features ............................................................................ 7-19
7.27 Baggage Area.............................................................................. 7-21 7.27 Baggage Area.............................................................................. 7-21
7.29 Stall Warning .............................................................................. 7-21 7.29 Stall Warning .............................................................................. 7-21
7.31 Finish .......................................................................................... 7-21 7.31 Finish .......................................................................................... 7-21
7.33 Emergency Locator Transmitter ................................................. 7-21 7.33 Emergency Locator Transmitter ................................................. 7-21
7.35 Serial Number Plates .................................................................. 7-23 7.35 Serial Number Plates .................................................................. 7-23
7.37 Fire Extinguisher (Portable) ....................................................... 7-24 7.37 Fire Extinguisher (Portable) ....................................................... 7-24
7.39 Intercom System ........................................................................ 7-24 7.39 Intercom System ........................................................................ 7-24

7-i 7-i
PA-38-112, TOMAHAWK DESCRIPTION & OPERATION PA-38-112, TOMAHAWK DESCRIPTION & OPERATION
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION

OF THE AlRPLANE AND ITS SYSTEMS OF THE AlRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE 7.1 THE AIRPLANE
The Piper Tomahawk is a single-engine, fixed gear, low wing The Piper Tomahawk is a single-engine, fixed gear, low wing
monoplane of all metal construction. It has two-place seating and a one monoplane of all metal construction. It has two-place seating and a one
hundred pound baggage capacity. hundred pound baggage capacity.
7.3 AIRFRAME 7.3 AIRFRAME
The primary structure, with the exception of the steel tube engine The primary structure, with the exception of the steel tube engine
mount, steel landing gear components and isolated areas, is of aluminum mount, steel landing gear components and isolated areas, is of aluminum
alloy construction. Fiberglass and thermoplastic are used in the engine alloy construction. Fiberglass and thermoplastic are used in the engine
cowling and in the extremities -- the wing tips, fairings, etc. -- and in cowling and in the extremities -- the wing tips, fairings, etc. -- and in
nonstructural components throughout the airplane. nonstructural components throughout the airplane.
The fuselage is a conventional, all-metal, semi-monocoque structure The fuselage is a conventional, all-metal, semi-monocoque structure
with riveted skin. The two cockpit doors, one on each side of the fuselage, with riveted skin. The two cockpit doors, one on each side of the fuselage,
are hinged forward, allowing entrance and exit across wing walks which are hinged forward, allowing entrance and exit across wing walks which
extend to the trailing edge of each wing. Four large windows -- including a extend to the trailing edge of each wing. Four large windows -- including a
windshield and a rear window, each of a one piece, wrap-around design, and windshield and a rear window, each of a one piece, wrap-around design, and
two side windows, one in each door -- provide an all-around view from the two side windows, one in each door -- provide an all-around view from the
cockpit. Removable access panels on each side of the fuselage forward of the cockpit. Removable access panels on each side of the fuselage forward of the
cockpit aid in inspection and maintenance of equipment aft of the firewall and cockpit aid in inspection and maintenance of equipment aft of the firewall and
forward of the instrument panel. forward of the instrument panel.
Each wing is a full cantilever construction incorporating a laminar flow, Each wing is a full cantilever construction incorporating a laminar flow,
NASA GA (W)-1 airfoil section. The wings are all metal with the exception NASA GA (W)-1 airfoil section. The wings are all metal with the exception
of the removable thermoplastic wing tips. An I-beam main spar extends of the removable thermoplastic wing tips. An I-beam main spar extends
through the length of each wing and into the center of the fuselage where the through the length of each wing and into the center of the fuselage where the
spars are joined with high strength butt fittings, making, in effect, one spars are joined with high strength butt fittings, making, in effect, one
continuous main spar. The main spar is attached to each side of the fuselage continuous main spar. The main spar is attached to each side of the fuselage
and to the center fuselage tunnel. An aft spar in each wing extends from the and to the center fuselage tunnel. An aft spar in each wing extends from the
wing tip to the wing root and is bolted to the side of the fuselage. wing tip to the wing root and is bolted to the side of the fuselage.
7-1 7-1
DESCRIPTION & OPERATION PA-38-112, TOMAHAWK DESCRIPTION & OPERATION PA-38-112, TOMAHAWK
The empennage is a T-tail configuration with a fixed horizontal The empennage is a T-tail configuration with a fixed horizontal
stabilizer mounted atop the vertical fin. stabilizer mounted atop the vertical fin.
7.5 ENGINE AND PROPELLER 7.5 ENGINE AND PROPELLER
The PA-38-112 is powered by a Lycoming O-235-L2C or O-235-L2A The PA-38-112 is powered by a Lycoming O-235-L2C or O-235-L2A
four cylinder, direct drive, horizontally opposed engine rated at 112 four cylinder, direct drive, horizontally opposed engine rated at 112
horsepower at 2600 RPM. It is equipped with a starter, a 60 amp 14 volt horsepower at 2600 RPM. It is equipped with a starter, a 60 amp 14 volt
alternator, a shielded ignition, two magnetos, vacuum pump drive, a fuel alternator, a shielded ignition, two magnetos, vacuum pump drive, a fuel
pump, and an induction air filter. pump, and an induction air filter.
The engine cowlings are cantilever structures attached at the firewall The engine cowlings are cantilever structures attached at the firewall
and split horizontally. The metal upper cowling contains two top-hinged and split horizontally. The metal upper cowling contains two top-hinged
access panels, one on either side of the engine. The fiberglass lower cowling access panels, one on either side of the engine. The fiberglass lower cowling
is a one piece structure with integral air scoops. Both cowlings can be is a one piece structure with integral air scoops. Both cowlings can be
completely removed with the propeller in place. completely removed with the propeller in place.
The engine mount is constructed of tubular steel and is rigidly mounted The engine mount is constructed of tubular steel and is rigidly mounted
to the firewall. The engine is attached with dynafocal insulators to reduce to the firewall. The engine is attached with dynafocal insulators to reduce
vibration. The engine mount includes a provision for the attachment of the vibration. The engine mount includes a provision for the attachment of the
nose gear. nose gear.
Cooling of the engine and accessories is by down draft air flow. Air Cooling of the engine and accessories is by down draft air flow. Air
enters through openings on each side of the propeller and is carried through enters through openings on each side of the propeller and is carried through
a pressure baffle system around the engine and to a fixed exit in the lower a pressure baffle system around the engine and to a fixed exit in the lower
cowling. Air for cockpit and carburetor heat also enters through the nose cowling. Air for cockpit and carburetor heat also enters through the nose
cowling to be ducted to the heater shroud on the muffler. cowling to be ducted to the heater shroud on the muffler.
An oil cooler installation is available as optional equipment. The cooler An oil cooler installation is available as optional equipment. The cooler
is mounted to the left rear engine baffle and incorporates a low temperature is mounted to the left rear engine baffle and incorporates a low temperature
bypass system. A winterization plate is provided to restrict air during winter bypass system. A winterization plate is provided to restrict air during winter
operation. (See Winterization in Handling and Servicing Section.) operation. (See Winterization in Handling and Servicing Section.)
Carburetor induction air enters a chin scoop intake in the lower cowling Carburetor induction air enters a chin scoop intake in the lower cowling
and flows directly through a filter and into the carburetor air box. The air and flows directly through a filter and into the carburetor air box. The air
box incorporates a positive shut-off carburetor heat intake so that when box incorporates a positive shut-off carburetor heat intake so that when
carburetor heat is selected, induction air is drawn through a hose from the carburetor heat is selected, induction air is drawn through a hose from the
muffler shroud. muffler shroud.
The stainless steel exhaust system incorporates dual mufflers with The stainless steel exhaust system incorporates dual mufflers with
heater shrouds to supply heated air for the cabin, the defroster system and heater shrouds to supply heated air for the cabin, the defroster system and
the carburetor heat system. Exhaust gases are discharged through twin the carburetor heat system. Exhaust gases are discharged through twin
stacks protruding through the lower right of the bottom engine cowling. stacks protruding through the lower right of the bottom engine cowling.
A Sensenich 72CK-0-56 fixed pitch, two-bladed aluminum alloy A Sensenich 72CK-0-56 fixed pitch, two-bladed aluminum alloy
propeller with a metal spinner is installed as standard equipment. The propeller with a metal spinner is installed as standard equipment. The
propeller has a 72 inch diameter with a 56 inch pitch which is determined at propeller has a 72 inch diameter with a 56 inch pitch which is determined at
75%, of the diameter. 75%, of the diameter.
The pilot should read and follow the procedures recommended in the The pilot should read and follow the procedures recommended in the
Lycoming Operator’s Manual for this engine in order to obtain maximum Lycoming Operator’s Manual for this engine in order to obtain maximum
engine efficiency and time between overhauls. engine efficiency and time between overhauls.
7.7 LANDING GEAR AND BRAKES 7.7 LANDING GEAR AND BRAKES
The fixed gear PA-38-112 is equipped with Cleveland 5.00 x 5 or The fixed gear PA-38-112 is equipped with Cleveland 5.00 x 5 or
optional Cleveland 6.00 x 6* wheels on all three gears (Figure 7-1). Cleveland optional Cleveland 6.00 x 6* wheels on all three gears (Figure 7-1). Cleveland
single disc hydraulic brake assemblies are installed on the main gear. All single disc hydraulic brake assemblies are installed on the main gear. All
three wheels carry 5.00 x 5 or optional 6.00 x 6* four ply tube type tires. three wheels carry 5.00 x 5 or optional 6.00 x 6* four ply tube type tires.
The nose gear strut is of the air-oil type with a normal static load The nose gear strut is of the air-oil type with a normal static load
extension of 3 inches. A tow bar fitting is incorporated into the strut. The extension of 3 inches. A tow bar fitting is incorporated into the strut. The
main gear struts are single-leaf steel springs. The springs, axles and fittings main gear struts are single-leaf steel springs. The springs, axles and fittings
of the main gear are interchangeable. of the main gear are interchangeable.
The nose gear is steerable by use of the rudder pedals through a 60 The nose gear is steerable by use of the rudder pedals through a 60
degree arc, 30 degrees each side of center. The optional toe brakes, if degree arc, 30 degrees each side of center. The optional toe brakes, if
installed, aid in the execution of tighter turns. installed, aid in the execution of tighter turns.
The standard brake system includes a master cylinder and brake fluid The standard brake system includes a master cylinder and brake fluid
reservoir which is installed on the top left forward face of the firewall. The reservoir which is installed on the top left forward face of the firewall. The
parking brake handle/knob is mounted below and near the center of the parking brake handle/knob is mounted below and near the center of the
instrument panel (Figure 7-5). To set the parking brake, first depress and hold instrument panel (Figure 7-5). To set the parking brake, first depress and hold
the toe brake pedals and then pull out on the parking brake handle/knob. To the toe brake pedals and then pull out on the parking brake handle/knob. To
release the parking brake, first depress and hold the toe brake pedals and then release the parking brake, first depress and hold the toe brake pedals and then
push in on the parking brake handle/knob. push in on the parking brake handle/knob.
WARNING WARNING
No braking action will occur if handle/knob is No braking action will occur if handle/knob is
pulled prior to brake application pulled prior to brake application
When the optional dual toe brake system is installed, a toe brake pedal is When the optional dual toe brake system is installed, a toe brake pedal is
included on each rudder pedal. Each toe brake includes a separate brake included on each rudder pedal. Each toe brake includes a separate brake
cylinder above the pedal. With this installation, the left or the right brake may cylinder above the pedal. With this installation, the left or the right brake may
be operated separately to aid in steering and turning. be operated separately to aid in steering and turning.
* 6.00 x 6 wheel assemblies are standard on aircraft with serial nos. 38- * 6.00 x 6 wheel assemblies are standard on aircraft with serial nos. 38-
81A0001 and up. Optional on earlier aircraft. 81A0001 and up. Optional on earlier aircraft.
WHEEL ASSEMBLIES WHEEL ASSEMBLIES

7-4 7-4
FLIGHT CONTROL CONSOLE FLIGHT CONTROL CONSOLE

7.9 FLlGHT CONTROLS 7.9 FLlGHT CONTROLS
Dual flight controls are standard equipment on the PA-38-112. The flight Dual flight controls are standard equipment on the PA-38-112. The flight
controls actuate the primary control surfaces through a cable system, and the controls actuate the primary control surfaces through a cable system, and the
controls are balanced for light operating forces. controls are balanced for light operating forces.
The horizontal surface of the tail is a fixed stabilizer with a moveable The horizontal surface of the tail is a fixed stabilizer with a moveable
elevator. A trim control wheel mounted between the seats operates the elevator. A trim control wheel mounted between the seats operates the
longitudinal trim function of the elevator (Figure 7-3). Rotation of the wheel longitudinal trim function of the elevator (Figure 7-3). Rotation of the wheel
forward gives nose down trim and rotation aft gives nose up trim. A trim forward gives nose down trim and rotation aft gives nose up trim. A trim
position indicator is mounted adjacent to the trim control wheel. position indicator is mounted adjacent to the trim control wheel.
The rudder is conventional in design and operation. A ground adjustable The rudder is conventional in design and operation. A ground adjustable
trim tab is attached to the trailing edge of the rudder. trim tab is attached to the trailing edge of the rudder.
The wing flaps are manually operated by the flap control lever located The wing flaps are manually operated by the flap control lever located
between the seats. The flaps are connected to the lever through a torque tube between the seats. The flaps are connected to the lever through a torque tube
and push rods. The flaps can be set into three positions: fully retracted, 21 and push rods. The flaps can be set into three positions: fully retracted, 21
REVISED: APRlL 28, 1989 7-5 REVISED: APRlL 28, 1989 7-5
degrees extended, and fully (34 degrees) extended. To extend the flaps, pull degrees extended, and fully (34 degrees) extended. To extend the flaps, pull
the flap handle aft to the desired flap setting, hesitating momentarily as the the flap handle aft to the desired flap setting, hesitating momentarily as the
ratchet locks into position. To retract the flaps, press the button on the end ratchet locks into position. To retract the flaps, press the button on the end
of the flap handle to disengage the ratchet and push the flap handle to the of the flap handle to disengage the ratchet and push the flap handle to the
desired flap setting. When the flap setting is changed, there is an associated desired flap setting. When the flap setting is changed, there is an associated
pitch change in the airplane. This pitch change can be corrected either by pitch change in the airplane. This pitch change can be corrected either by
elevator trim or increased control wheel force. elevator trim or increased control wheel force.
7.11 ENGINE CONTROLS 7.11 ENGINE CONTROLS
Engine controls consist of a throttle control and a mixture control lever. Engine controls consist of a throttle control and a mixture control lever.
These controls are located on the control quadrant on the lower center of the These controls are located on the control quadrant on the lower center of the
instrument panel (Figure 7-5) where they are accessible from both seats. The instrument panel (Figure 7-5) where they are accessible from both seats. The
controls utilize teflon-lined control cables to reduce friction and binding. controls utilize teflon-lined control cables to reduce friction and binding.
The throttle lever is used to adjust engine RPM. The mixture control The throttle lever is used to adjust engine RPM. The mixture control
lever is used to adjust the air to fuel ratio. The engine is shut down by the lever is used to adjust the air to fuel ratio. The engine is shut down by the
placing of the mixture lever in the full lean position. For information on the placing of the mixture lever in the full lean position. For information on the
leaning procedure, see the Avco-Lycoming Operator’s Manual. leaning procedure, see the Avco-Lycoming Operator’s Manual.
The friction adjustment wheel in the center of the control quadrant may The friction adjustment wheel in the center of the control quadrant may
be adjusted to increase or decrease the friction holding the throttle and be adjusted to increase or decrease the friction holding the throttle and
mixture controls or to lock the controls in a selected position. mixture controls or to lock the controls in a selected position.
The carburetor heat control lever is located on the left of the control The carburetor heat control lever is located on the left of the control
quadrant on the instrument panel. The control is placarded with two quadrant on the instrument panel. The control is placarded with two
positions: “ON” (down), “OFF” (up). positions: “ON” (down), “OFF” (up).
7.13 FUEL SYSTEM 7.13 FUEL SYSTEM
Fuel is stored in two sixteen gallon (15 gallons usable) fuel tanks, giving Fuel is stored in two sixteen gallon (15 gallons usable) fuel tanks, giving
the airplane a total capacity of thirty-two U.S. gallons (30 gallons usable). the airplane a total capacity of thirty-two U.S. gallons (30 gallons usable).
The tanks are secured to the leading edge of each wing with rivets. When The tanks are secured to the leading edge of each wing with rivets. When
installed, a filler neck indicator aids in determining fuel remaining when the installed, a filler neck indicator aids in determining fuel remaining when the
tanks are not full. tanks are not full.
The fuel tank selector control (Figure 7-5) is located in the center of the The fuel tank selector control (Figure 7-5) is located in the center of the
engine control quadrant. The button on the selector cover must be depressed engine control quadrant. The button on the selector cover must be depressed
and held while the handle is moved to the OFF position. The button releases and held while the handle is moved to the OFF position. The button releases
automatically when the handle is moved back to the ON position. A fuel automatically when the handle is moved back to the ON position. A fuel
quantity gauge for each fuel tank is located on either side of the fuel tank quantity gauge for each fuel tank is located on either side of the fuel tank
selector, each gauge on the same side as the corresponding fuel tank. selector, each gauge on the same side as the corresponding fuel tank.
7-6 REVlSED: APRIL 28, 1989 7-6 REVlSED: APRIL 28, 1989
CONTROL QUADRANT FUEL SELECTOR CONTROL QUADRANT FUEL SELECTOR

7-7 7-7
An auxiliary electric fuel pump is provided in case the engine-driven An auxiliary electric fuel pump is provided in case the engine-driven
pump fails. The electric pump should be ON for all takeoffs and landings pump fails. The electric pump should be ON for all takeoffs and landings
and when switching tanks. The fuel pump switch is located in the switch and when switching tanks. The fuel pump switch is located in the switch
panel to the left of the throttle quadrant. panel to the left of the throttle quadrant.
The fuel drains should be opened daily prior to the first flight to check The fuel drains should be opened daily prior to the first flight to check
for water or sediment. Each tank has an individual drain at the bottom for water or sediment. Each tank has an individual drain at the bottom
inboard rear corner. inboard rear corner.
A fuel strainer, located on the lower left front of the fire wall, has a drain A fuel strainer, located on the lower left front of the fire wall, has a drain
which is accessible from outside the left nose section. The strainer should which is accessible from outside the left nose section. The strainer should
also be drained before the first flight of the day. Refer to paragraph 8.21 for also be drained before the first flight of the day. Refer to paragraph 8.21 for
the complete fuel draining procedure. the complete fuel draining procedure.
The fuel pressure gauge is mounted in a gauge cluster located to the right The fuel pressure gauge is mounted in a gauge cluster located to the right
of the control quadrant (refer to Figure 7-13). of the control quadrant (refer to Figure 7-13).
An engine priming system is installed to facilitate starting. The primer An engine priming system is installed to facilitate starting. The primer
pump is located to the lower right of the control quadrant. pump is located to the lower right of the control quadrant.
7.15 ELECTRICAL SYSTEM 7.15 ELECTRICAL SYSTEM
The electrical system includes a 14-volt, 60-ampere alternator, a voltage The electrical system includes a 14-volt, 60-ampere alternator, a voltage
regulator, an over voltage relay, a battery contactor and a 12-volt, regulator, an over voltage relay, a battery contactor and a 12-volt,
25-ampere hour battery (Figure 7-9). The battery is entirely enclosed in a 25-ampere hour battery (Figure 7-9). The battery is entirely enclosed in a
vented stainless steel box mounted in the engine compartment on the upper vented stainless steel box mounted in the engine compartment on the upper
right forward side of the firewall. The voltage regulator and overvoltage right forward side of the firewall. The voltage regulator and overvoltage
relay are located on the right aft side of the firewall behind the instrument relay are located on the right aft side of the firewall behind the instrument
panel. panel.
Electrical switches are located on the lower part of the instrument panel Electrical switches are located on the lower part of the instrument panel
just left of center, and the circuit breakers are located on the lower right of just left of center, and the circuit breakers are located on the lower right of
the instrument panel. Each circuit breaker on the panel is of the push to reset the instrument panel. Each circuit breaker on the panel is of the push to reset
type and is clearly marked as to its function and amperage. Circuit type and is clearly marked as to its function and amperage. Circuit
provisions have been included to handle the addition of various items of provisions have been included to handle the addition of various items of
optional equipment (Figure 7-11). If a breaker pops, it should be allowed to optional equipment (Figure 7-11). If a breaker pops, it should be allowed to
cool for a couple of minutes before resetting the breaker. cool for a couple of minutes before resetting the breaker.
Rheostat knobs to the left of the circuit breakers control the intensity of Rheostat knobs to the left of the circuit breakers control the intensity of
of instrument and radio lights. The master switch and magneto switch are on of instrument and radio lights. The master switch and magneto switch are on
the lower left instrument panel below the left control wheel. the lower left instrument panel below the left control wheel.
FUEL SYSTEM SCHEMATIC FUEL SYSTEM SCHEMATIC
7-9 7-9
Standard electrical accessories include a starter, a key lock ignition, an Standard electrical accessories include a starter, a key lock ignition, an
electric fuel pump, an audible stall warning, fuel gauges, an ammeter, and an electric fuel pump, an audible stall warning, fuel gauges, an ammeter, and an
alternator warning light. alternator warning light.
The system provides for the addition of such optional accessories as The system provides for the addition of such optional accessories as
interior and exterior lights, a heated pitot head, and communication and interior and exterior lights, a heated pitot head, and communication and
navigational equipment. The anti-collision and landing lights are controlled navigational equipment. The anti-collision and landing lights are controlled
by rocker switches on thc switch panel. by rocker switches on thc switch panel.
WARNING WARNING
Strobe lights should not be operating when Strobe lights should not be operating when
flying through overcast and clouds since re- flying through overcast and clouds since re-
flected light can produce spacial disorientation. flected light can produce spacial disorientation.
Do not operate strobe lights in close proximity Do not operate strobe lights in close proximity
to ground, during takeoff and landing. to ground, during takeoff and landing.
The master switch is a split rocker switch. One side of the switch is for The master switch is a split rocker switch. One side of the switch is for
the battery (“BAT”) and the other is for the alternator (“ALT”). The words the battery (“BAT”) and the other is for the alternator (“ALT”). The words
“master switch” as used in this handbook and unless otherwise indicated, “master switch” as used in this handbook and unless otherwise indicated,
refer to both the “BAT” and “ALT” switches, and they are to be depressed refer to both the “BAT” and “ALT” switches, and they are to be depressed
simultaneously to ON or OFF as directed. simultaneously to ON or OFF as directed.
The ammeter is mounted in the instrument cluster to the right of the The ammeter is mounted in the instrument cluster to the right of the
engine control quadrant. The ammeter as installed indicates the electrical engine control quadrant. The ammeter as installed indicates the electrical
load on the alternator in amperes. With all the electrical equipment turned load on the alternator in amperes. With all the electrical equipment turned
off and the master switch on, the ammeter will indicate the charging rate of off and the master switch on, the ammeter will indicate the charging rate of
the battery. As each electrical unit is switched on, the ammeter will indicate the battery. As each electrical unit is switched on, the ammeter will indicate
the total ampere draw of all the units including the battery. For example, the the total ampere draw of all the units including the battery. For example, the
maximum continuous load for night flight with radios on is about 30 maximum continuous load for night flight with radios on is about 30
amperes. This 30 ampere value plus about 2 amperes for a fully charged amperes. This 30 ampere value plus about 2 amperes for a fully charged
battery will appear continuously under these flight conditions. The amount battery will appear continuously under these flight conditions. The amount
of current shown on the ammeter will tell immediately if the alternator of current shown on the ammeter will tell immediately if the alternator
system is operating normally, as the amount of current shown should equal system is operating normally, as the amount of current shown should equal
the total amperage drawn by the electrical equipment which is operating. the total amperage drawn by the electrical equipment which is operating.
The overvoltage relay protects the electronics equipment from a The overvoltage relay protects the electronics equipment from a
momentary overvoltage condition (approximately 16.5 volts and up) or a momentary overvoltage condition (approximately 16.5 volts and up) or a
catastrophic regulator failure. If no output is indicated on the ammeter catastrophic regulator failure. If no output is indicated on the ammeter
during flight, all unnecessary electrical equipment should be turned off to during flight, all unnecessary electrical equipment should be turned off to
reduce the electrical load. The 5 ampere field circuit breaker should be reduce the electrical load. The 5 ampere field circuit breaker should be
checked and reset if open. If the breaker is not open, the “ALT” half of the checked and reset if open. If the breaker is not open, the “ALT” half of the
ALTERNATOR AND STARTER SCHEMATIC ALTERNATOR AND STARTER SCHEMATIC

S/N 38-78A0001 THRU 38-78A0800 S/N 38-78A0001 THRU 38-78A0800
7-11a 7-11a
ALTERNATOR AND STARTER SCHEMATIC ALTERNATOR AND STARTER SCHEMATIC

S/N 38-78A0801 AND UP S/N 38-78A0801 AND UP
Figure 7-9a Figure 7-9a
7-11b 7-11b
CIRCUIT BREAKER PANEL CIRCUIT BREAKER PANEL

master switch should be turned off for l second to reset the overvoltage master switch should be turned off for l second to reset the overvoltage
relay. If the ammeter continues to indicate no output, electrical load should relay. If the ammeter continues to indicate no output, electrical load should
be maintained at the absolute minimum and the flight should be terminated be maintained at the absolute minimum and the flight should be terminated
as soon as practicable. as soon as practicable.
7.17 INSTRUMENT PANEL 7.17 INSTRUMENT PANEL
The instrument panel (Figure 7-13) is designed to accommodate The instrument panel (Figure 7-13) is designed to accommodate
instruments and avionics equipment for VFR and IFR flight. instruments and avionics equipment for VFR and IFR flight.
Radio equipment is mounted in the center and right instrument panel; Radio equipment is mounted in the center and right instrument panel;
flight instruments are mounted on the left. An engine instrument cluster in flight instruments are mounted on the left. An engine instrument cluster in
the lower instrument panel just right of the control quadrant includes a fuel the lower instrument panel just right of the control quadrant includes a fuel
pressure gauge, an ammeter, an oil temperature gauge and an oil pressure pressure gauge, an ammeter, an oil temperature gauge and an oil pressure
gauge. Fuel quantity indicators for each tank are mounted in the control gauge. Fuel quantity indicators for each tank are mounted in the control
quadrant on either side of the fuel selector. The tachometer is located to the quadrant on either side of the fuel selector. The tachometer is located to the
left of the control quadrant. The alternator warning light is in the upper left left of the control quadrant. The alternator warning light is in the upper left
instrument panel. instrument panel.
Circuit breakers are on the lower right of the instrument panel and Circuit breakers are on the lower right of the instrument panel and
electrical switches are just left of the control quadrant. Heater controls are electrical switches are just left of the control quadrant. Heater controls are
to the left of the pilot’s control wheel. Fresh air vents are located to the to the left of the pilot’s control wheel. Fresh air vents are located to the
extreme left and right lower corners of the instrument panel. extreme left and right lower corners of the instrument panel.
Standard instruments include a compass, an airspeed indicator, a Standard instruments include a compass, an airspeed indicator, a
recording tachometer, an altimeter, the engine instrument cluster, the fuel recording tachometer, an altimeter, the engine instrument cluster, the fuel
quantity gauges and the alternator warning light. The magnetic compass is quantity gauges and the alternator warning light. The magnetic compass is
mounted in the center of the cockpit at the top of the windshield. mounted in the center of the cockpit at the top of the windshield.
A variety of optional items are available for installation in the A variety of optional items are available for installation in the
instrument panel. These options include a suction gauge on the upper left; instrument panel. These options include a suction gauge on the upper left;
an attitude gyro, a directional gyro, a true airspeed indicator, a vertical an attitude gyro, a directional gyro, a true airspeed indicator, a vertical
speed indicator and a turn coordinator in the flight instrument group; and speed indicator and a turn coordinator in the flight instrument group; and
an aircraft hour meter on the extreme right of the panel. The gyros are an aircraft hour meter on the extreme right of the panel. The gyros are
vacuum operated through the optional vacuum system, and the turn vacuum operated through the optional vacuum system, and the turn
coordinator is electric. An optional primer system* is operated by a primer coordinator is electric. An optional primer system* is operated by a primer
pump to the lower right of the control quadrant. An electric clock is pump to the lower right of the control quadrant. An electric clock is
available for installation in the upper left corner of the panel. The optional available for installation in the upper left corner of the panel. The optional
outside air temperature gauge is located in the overhead cockpit area. outside air temperature gauge is located in the overhead cockpit area.
*Standard on aircraft with serial nos. 38-79A0001 and up. Optional on *Standard on aircraft with serial nos. 38-79A0001 and up. Optional on
earlier aircraft. earlier aircraft.
REVISED: NOVEMBER 2, 1981 7-13 REVISED: NOVEMBER 2, 1981 7-13
INSTRUMENT PANEL INSTRUMENT PANEL
7.19 VACUUM SYSTEM* 7.19 VACUUM SYSTEM*
The vacuum system is designed to operate the air driven gyro The vacuum system is designed to operate the air driven gyro
instruments. This includes the directional and attitude gyros when installed. instruments. This includes the directional and attitude gyros when installed.
The system consists of an engine-driven vacuum pump, a vacuum regulator, The system consists of an engine-driven vacuum pump, a vacuum regulator,
a filter and the necessary plumbing. a filter and the necessary plumbing.
The vacuum pump is a dry type pump. A shear drive protects the engine The vacuum pump is a dry type pump. A shear drive protects the engine
from damage. If the drive shears, the gyros will become inoperative. from damage. If the drive shears, the gyros will become inoperative.
A vacuum gauge mounted on the upper left instrument panel provides a A vacuum gauge mounted on the upper left instrument panel provides a
pilot check for the system during operation. A decrease in pressure in a pilot check for the system during operation. A decrease in pressure in a
system that remained constant over an extended period may indicate a dirty system that remained constant over an extended period may indicate a dirty
filter, dirty screens, possibly a sticky vacuum regulator or leak in the system. filter, dirty screens, possibly a sticky vacuum regulator or leak in the system.
Zero pressure would indicate a sheared pump drive, defective pump, Zero pressure would indicate a sheared pump drive, defective pump,
possibly a defective gauge or collapsed line. In the event of any gauge 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 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 to prevent possible damage to the system components or eventual failure of
the system. the system.
A vacuum regulator is provided in the system to protect the gyros. The A vacuum regulator is provided in the system to protect the gyros. The
valve is set so the normal vacuum reads 5.0 + .1 inches of mercury, a setting valve is set so the normal vacuum reads 5.0 + .1 inches of mercury, a setting
which provides sufficient vacuum to operate all the gyros at their rated 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 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. will be unreliable. The regulator is located behind the instrument panel.
Vacuum pressure, even though set correctly, can read lower at very high Vacuum pressure, even though set correctly, can read lower at very high
altitude (above 12,000 ft), and at low engine RPM (usually on approach or altitude (above 12,000 ft), and at low engine RPM (usually on approach or
during training maneuvers). This is normal and should not be considered a during training maneuvers). This is normal and should not be considered a
malfunction. malfunction.
7-15 7-15
7.21 PlTOT-STATlC SYSTEM 7.21 PlTOT-STATlC SYSTEM
The pitot-static system supplies pressure to operate the airspeed The pitot-static system supplies pressure to operate the airspeed
indicator, the altimeter and the optional vertical speed indicator (Figure indicator, the altimeter and the optional vertical speed indicator (Figure
7-15). Pitot pressure is picked up by a pitot head installed on the bottom of 7-15). Pitot pressure is picked up by a pitot head installed on the bottom of
the left wing and static pressure is picked up by the pads on both sides of the the left wing and static pressure is picked up by the pads on both sides of the
aft fuselage. aft fuselage.
A static valve located below the center instrument panel under the left A static valve located below the center instrument panel under the left
side of the control quadrant provides an alternate static source for the side of the control quadrant provides an alternate static source for the
system when opened.* A static drain and static valve located on the lower left system when opened.* A static drain and static valve located on the lower left
side panel provides an alternate static source for the system when opened.** side panel provides an alternate static source for the system when opened.**
A correction card, indicating the change in altimeter reading and indicated A correction card, indicating the change in altimeter reading and indicated
airspeed when the alternate static source is in use, is mounted on the left side airspeed when the alternate static source is in use, is mounted on the left side
of the control quadrant cover. Static lines can be drained through a valve of the control quadrant cover. Static lines can be drained through a valve
located inside an opening on the lower left side of the fuselage interior. located inside an opening on the lower left side of the fuselage interior.
A heated pitot head which alleviates problems with icing and heavy rain A heated pitot head which alleviates problems with icing and heavy rain
is available as optional equipment. The switch for the heated pitot head is is available as optional equipment. The switch for the heated pitot head is
located on the electrical switch panel to the left of the control quadrant. located on the electrical switch panel to the left of the control quadrant.
To prevent bugs and water entering the pitot hole, a cover should be To prevent bugs and water entering the pitot hole, a cover should be
placed over the pitot head while the airplane is moored. A partially or placed over the pitot head while the airplane is moored. A partially or
completely blocked pitot head will give erratic or zero readings on the completely blocked pitot head will give erratic or zero readings on the
instruments. instruments.
NOTE NOTE
During preflight, check to make sure the pitot During preflight, check to make sure the pitot
cover is removed. cover is removed.
*S/N 38-78A0001 thru 38-81A0006 *S/N 38-78A0001 thru 38-81A0006

**S/N 38-78A0001 thru 38-81A0006, and S/N 38-81A0007 and up. **S/N 38-78A0001 thru 38-81A0006, and S/N 38-81A0007 and up.
PITOT-STATIC SYSTEM PITOT-STATIC SYSTEM
HEATING AND VENTILATING SYSTEM HEATING AND VENTILATING SYSTEM

7.23 HEATING AND VENTILATING SYSTEM 7.23 HEATING AND VENTILATING SYSTEM
Heat for the cabin interior and the defroster system (Figure 7-17) is Heat for the cabin interior and the defroster system (Figure 7-17) is
provided by a shroud attached to the mufflers. Fumes in the cockpit could provided by a shroud attached to the mufflers. Fumes in the cockpit could
be an indication of an exhaust leak; therefore, if unusual odors are detected, be an indication of an exhaust leak; therefore, if unusual odors are detected,
the heater should be turned off and the system inspected before further the heater should be turned off and the system inspected before further
operation. The amount of heat and the routing of airflow can be regulated operation. The amount of heat and the routing of airflow can be regulated
with the controls located on the left instrument panel. Heater air may be with the controls located on the left instrument panel. Heater air may be
directed to the outlets in the lower firewall below the instrument panel and directed to the outlets in the lower firewall below the instrument panel and
the ducts mounted along the center tunnel on the right and left cockpit floor the ducts mounted along the center tunnel on the right and left cockpit floor
or to defroster outlets at the base of the windshield. or to defroster outlets at the base of the windshield.
Fresh air intakes are located on each side of the fuselage in the area aft of Fresh air intakes are located on each side of the fuselage in the area aft of
the engine cowling. Adjustable outlets on each lower corner of the the engine cowling. Adjustable outlets on each lower corner of the
instrument panel allow fresh air to be admitted and directed. An on-off lever instrument panel allow fresh air to be admitted and directed. An on-off lever
is mounted below each fresh air outlet. is mounted below each fresh air outlet.
7.25 CABIN FEATURES 7.25 CABIN FEATURES
For comfort and visibility, the seats are adjustable forward and aft. The For comfort and visibility, the seats are adjustable forward and aft. The
seat tracks are inclined and provide automatic vertical adjustment; the seat seat tracks are inclined and provide automatic vertical adjustment; the seat
is raised in the forward position and lowered in the aft position. The seat is raised in the forward position and lowered in the aft position. The seat
adjustment levers are on the centers of the seat frames just below the forward adjustment levers are on the centers of the seat frames just below the forward
edges of the cushions. Both seat backs tilt forward to allow access to the edges of the cushions. Both seat backs tilt forward to allow access to the
baggage compartment. baggage compartment.
Safety belts are standard equipment on both seats. Interia reels for the Safety belts are standard equipment on both seats. Interia reels for the
shoulder straps are offered as optional equipment. For normal body shoulder straps are offered as optional equipment. For normal body
movements, the inertia reel extends or retracts as required, but during movements, the inertia reel extends or retracts as required, but during
sudden forward movement, the reel locks in place to prevent the strap from sudden forward movement, the reel locks in place to prevent the strap from
extending. extending.
Standard interior equipment includes a pilot storm window, door pulls Standard interior equipment includes a pilot storm window, door pulls
with integral armrests, a glare shield, an ash tray, and a carpeted floor. The with integral armrests, a glare shield, an ash tray, and a carpeted floor. The
microphone and earphone jacks are between the seats on the center console. microphone and earphone jacks are between the seats on the center console.
A tinted rear window is also standard equipment. Standard equipment on A tinted rear window is also standard equipment. Standard equipment on
later model aircraft incorporates a glare shield with hand holds and side later model aircraft incorporates a glare shield with hand holds and side
panel map pockets. panel map pockets.
Each cabin door has an interior latch below the side window. The latch Each cabin door has an interior latch below the side window. The latch
is engaged when the handle is in the down position. The overhead latch in is engaged when the handle is in the down position. The overhead latch in
the center of the cockpit secures both doors (Figure 7-19) Before flight, the the center of the cockpit secures both doors (Figure 7-19) Before flight, the
UPPER AND MAIN DOOR LATCHES UPPER AND MAIN DOOR LATCHES
7-20 7-20
latches on both doors plus the overhead latch should be secured in the latches on both doors plus the overhead latch should be secured in the
latched position. A key lock is installed on the exterior overhead latch. latched position. A key lock is installed on the exterior overhead latch.
Optional equipment available for the cabin includes a tinted windshield Optional equipment available for the cabin includes a tinted windshield
and side windows, sun visors and entrance steps. and side windows, sun visors and entrance steps.
7.27 BAGGAGE AREA 7.27 BAGGAGE AREA
A 20 cubic foot baggage area, located behind the seats, is accessible A 20 cubic foot baggage area, located behind the seats, is accessible
from the cabin. Maximum capacity is 100 pounds. Tie-down straps are from the cabin. Maximum capacity is 100 pounds. Tie-down straps are
available and they should be used at all times. available and they should be used at all times.
NOTE NOTE
It is the pilot’s responsibility to be sure when It is the pilot’s responsibility to be sure when
the baggage is loaded that the aircraft C.G. falls the baggage is loaded that the aircraft C.G. falls
within the allowable C.G. range. (See Weight within the allowable C.G. range. (See Weight
and Balance Section.) and Balance Section.)
7.29 STALL WARNING 7.29 STALL WARNING
An approaching stall is indicated by an audible alarm located behind An approaching stall is indicated by an audible alarm located behind
the instrument panel. The indicator activates at between five and ten knots the instrument panel. The indicator activates at between five and ten knots
above stall speed. above stall speed.
7.31 FINISH 7.31 FINISH
All exterior surfaces are primed with etching primer and finished with All exterior surfaces are primed with etching primer and finished with
acrylic lacquer. To keep the finish attractive, economy size spray cans of acrylic lacquer. To keep the finish attractive, economy size spray cans of
touch-up paint are available from Piper Dealers. touch-up paint are available from Piper Dealers.
7.33 EMERGENCY LOCATOR TRANSMITTER* 7.33 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is enclosed The Emergency Locator Transmitter (ELT), when installed, is enclosed
under a hinged cover on the aft portion of the cockpit center console. The under a hinged cover on the aft portion of the cockpit center console. The
unit meets the requirements of FAR 91.52. The transmitter operates on a unit meets the requirements of FAR 91.52. The transmitter operates on a
self-contained battery. self-contained battery.
A battery replacement date is marked on the transmitter label. To A battery replacement date is marked on the transmitter label. To
comply with FAA regulations, the battery must be replaced on or before this 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 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 emergency situation or if the accumulated test time exceeds one hour, or if
the unit has been inadvertently activated for an undetermined time period. the unit has been inadvertently activated for an undetermined time period.
When installed in the airplane, the ELT transmits through the antenna When installed in the airplane, the ELT transmits through the antenna
mounted on the fuselage. The unit is also equipped with an integral portable mounted on the fuselage. The unit is also equipped with an integral portable
antenna to allow the locator to be removed from the airplane in an antenna to allow the locator to be removed from the airplane in an
emergency and used as a portable signal transmitter. emergency and used as a portable signal transmitter.
The locator should be checked during the preflight ground check to The locator should be checked during the preflight ground check to
make sure that it has not been accidentally activated. Check by tuning a make sure that it has not been accidentally activated. Check by tuning a
radio receiver to 121.5 MHz. If there is an oscillating sound, the locator may radio receiver to 121.5 MHz. If there is an oscillating sound, the locator may
have been activated and should be turned off immediately. Rearm the unit have been activated and should be turned off immediately. Rearm the unit
and then recheck. and then recheck.
NOTE NOTE
If for any reason a test transmission is If for any reason a test transmission is
necessary, the test transmission should be necessary, the test transmission should be
conducted only in the first five minutes of any conducted only in the first five minutes of any
hour and limited to three audio sweeps. If tests hour and limited to three audio sweeps. If tests
must be made at any other time the tests should must be made at any other time the tests should
be coordinated with the nearest FAA tower or be coordinated with the nearest FAA tower or
flight service station. flight service station.
NARCO ELT 10 OPERATION NARCO ELT 10 OPERATION
On the unit is a switch placarded “ON,” “OFF,” and “ARM.” the On the unit is a switch placarded “ON,” “OFF,” and “ARM.” the
“ARM” position allows the unit to be set to the automatic mode so that it “ARM” position allows the unit to be set to the automatic mode so that it
will transmit only after activation by impact and will continue to transmit will transmit only after activation by impact and will continue to transmit
until the battery is drained to depletion or until the switch is manually until the battery is drained to depletion or until the switch is manually
moved to the “OFF” position. The “ARM” position should be selected moved to the “OFF” position. The “ARM” position should be selected
whenever the unit is in the airplane. The “ON” position is provided so the whenever the unit is in the airplane. The “ON” position is provided so the
unit can be used as a portable transmitter or in the event the automatic unit can be used as a portable transmitter or in the event the automatic
feature was not triggered by impact or to periodically test the function of feature was not triggered by impact or to periodically test the function of
the transmitter. The “OFF” position should be selected while changing the the transmitter. The “OFF” position should be selected while changing the
battery or to discontinue transmission after the unit has been activated. battery or to discontinue transmission after the unit has been activated.
A button labled “RESET” is located above the selector switch. To A button labled “RESET” is located above the selector switch. To
rearm the unit after it has been turned off or after it has been activated, the rearm the unit after it has been turned off or after it has been activated, the
“RESET” button should be pressed in after the selector switch has been “RESET” button should be pressed in after the selector switch has been
placed in the “ARM” position. This will end transmission and rearm the placed in the “ARM” position. This will end transmission and rearm the
unit. unit.
CCC CIR 11 OPERATION CCC CIR 11 OPERATION
On the unit itself is a three position selector switch placarded “OFF,” 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 “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 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 continue to transmit until the battery is drained to depletion or until the
switch is manually moved to the “OFF” position. The “ARM” position switch is manually moved to the “OFF” position. The “ARM” position
should be selected whenever the unit is in the airplane. The “ON” position is should be selected whenever the unit is in the airplane. The “ON” position is
provided so the unit can be used as a portable transmitter or in the event the provided so the unit can be used as a portable transmitter or in the event the
automatic feature was not triggered by impact or to periodically test the automatic feature was not triggered by impact or to periodically test the
function of the transmitter. function of the transmitter.
Select the “OFF” position when changing the battery, when rearming Select the “OFF” position when changing the battery, when rearming
the unit if it has been activated for any reason, or to discontinue the unit if it has been activated for any reason, or to discontinue
transmission. transmission.
NOTE NOTE
If the switch has been placed in the “ON” If the switch has been placed in the “ON”
position for any reason, the “OFF” position position for any reason, the “OFF” position
has to be selected before selecting “ARM”. If has to be selected before selecting “ARM”. If
“ARM” is selected directly from the “ON” “ARM” is selected directly from the “ON”
position, the unit will continue to transmit in position, the unit will continue to transmit in
the “ARM” position. the “ARM” position.
7.35 SERIAL NUMBER PLATE 7.35 SERIAL NUMBER PLATE
The manufacturer’s name plate is located on the underside of the aft The manufacturer’s name plate is located on the underside of the aft
fuselage, forward of the tail skid. The serial number should always be used in fuselage, forward of the tail skid. The serial number should always be used in
referring to the airplane in service and warranty matters. referring to the airplane in service and warranty matters.
7-23 7-23
7.37 FIRE EXTINGUISHER (PORTABLE)* 7.37 FIRE EXTINGUISHER (PORTABLE)*
A portable fire extinguisher is mounted to the floor of the baggage A portable fire extinguisher is mounted to the floor of the baggage
compartment directly behind the flight control console between the seats. compartment directly behind the flight control console between the seats.
The extinguisher is suitable for use on liquid or electrical fires. It is operated The extinguisher is suitable for use on liquid or electrical fires. It is operated
by aiming the nozzle at the base of the fire and squeezing the trigger grip. by aiming the nozzle at the base of the fire and squeezing the trigger grip.
Releasing the trigger automatically stops further discharge of the extinguishing Releasing the trigger automatically stops further discharge of the extinguishing
agent. Read the instructions on the nameplate and become familiar with agent. Read the instructions on the nameplate and become familiar with
the unit before an emergency situation. The dry powder type extinguisher is the unit before an emergency situation. The dry powder type extinguisher is
fully discharged in about 10 seconds, while the Halon 1211 type is discharged fully discharged in about 10 seconds, while the Halon 1211 type is discharged
in 15 to 20 seconds. in 15 to 20 seconds.
WARNING WARNING
The concentrated agent from extinguishers The concentrated agent from extinguishers
using Halon 1211 or the by-products when using Halon 1211 or the by-products when
applied to a fire are toxic when inhaled. applied to a fire are toxic when inhaled.
Ventilate the cabin as soon as possible after fire Ventilate the cabin as soon as possible after fire
is extinguishd to remove smoke or fumes. is extinguishd to remove smoke or fumes.
7.39 INTERCOM SYSTEM* 7.39 INTERCOM SYSTEM*
An optional intercom system is available. This system provides for An optional intercom system is available. This system provides for
normal conversation between pilot and passenger. The system consists of a normal conversation between pilot and passenger. The system consists of a
headset with a boom microphone, with volume and tone controls mounted headset with a boom microphone, with volume and tone controls mounted
in the instrument panel. in the instrument panel.
The communication between the pilot and the passenger is voice The communication between the pilot and the passenger is voice
activated when the system is turned on. activated when the system is turned on.
Radio communication between the pilot and/or the passenger and a Radio communication between the pilot and/or the passenger and a
radio facility is initiated through push-to-transmit switches mounted on the radio facility is initiated through push-to-transmit switches mounted on the
control wheels. A priority override feature allows either the pilot or control wheels. A priority override feature allows either the pilot or
passenger to preempt the conversation between pilot and passenger to passenger to preempt the conversation between pilot and passenger to
respond to radio communication. Voice communication from a radio respond to radio communication. Voice communication from a radio
facility is audible through the headset. facility is audible through the headset.
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE AIRPLANE HANDLING, SERVICING AND MAINTENANCE

No. No. No. No.
8.1 General........................................................................................ 8-1 8.1 General........................................................................................ 8-1

8.3 Airplane Inspection Periods........................................................ 8-2 8.3 Airplane Inspection Periods........................................................ 8-2
8.5 Preventive Maintenance.............................................................. 8-3 8.5 Preventive Maintenance.............................................................. 8-3
8.7 Airplane Alterations.................................................................... 8-4 8.7 Airplane Alterations.................................................................... 8-4
8.9 Ground Handling ........................................................................ 8-5 8.9 Ground Handling ........................................................................ 8-5
8.11 Engine Air Filter ......................................................................... 8-7 8.11 Engine Air Filter ......................................................................... 8-7
8.13 Brake Service.............................................................................. 8-8 8.13 Brake Service.............................................................................. 8-8
8.15 Landing Gear Service ................................................................. 8-8 8.15 Landing Gear Service ................................................................. 8-8
8.17 Propeller Service......................................................................... 8-11 8.17 Propeller Service......................................................................... 8-11
8.19 Oil Requirements ........................................................................ 8-11 8.19 Oil Requirements ........................................................................ 8-11
8.21 Fuel System ................................................................................ 8-12 8.21 Fuel System ................................................................................ 8-12
8.23 Tire Inflation ............................................................................... 8-14 8.23 Tire Inflation ............................................................................... 8-14
8.25 Battery Service............................................................................ 8-14 8.25 Battery Service............................................................................ 8-14
8.27 Cleaning...................................................................................... 8-15 8.27 Cleaning...................................................................................... 8-15
8.29 Lubrication.................................................................................. 8-18 8.29 Lubrication.................................................................................. 8-18
8.31 Winterization .............................................................................. 8-18 8.31 Winterization .............................................................................. 8-18

8-i 8-i
PA-38-112, TOMAHAWK HANDLING, SERV & MAINT PA-38-112, TOMAHAWK HANDLING, SERV & MAINT
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING, AND MAINTENANCE AIRPLANE HANDLING, SERVICING, AND MAINTENANCE

This section provides guidelines relating to the handling, servicing, and This section provides guidelines relating to the handling, servicing, and
maintenance of the Tomahawk. For complete maintenance instructions, refer to maintenance of the Tomahawk. For complete maintenance instructions, refer to
the PA-38-112 Maintenance Manual. the PA-38-112 Maintenance Manual.
Every owner should stay in close contact with an authorized Piper Service Every owner should stay in close contact with an authorized Piper Service
Center or Piper’s Customer Services Department to obtain the latest Center or Piper’s Customer Services Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Piper information pertaining to their airplane, and to avail themselves of Piper
Aircraft’s support systems. Aircraft’s support systems.
Piper Aircraft Corporation takes a continuing interest in having owners get 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 the most efficient use from their airplane and keeping it in the best mechanical
condition. Consequently, Piper Aircraft, from time to time, issues service condition. Consequently, Piper Aircraft, from time to time, issues service
releases including Service Bulletins, Service Letters, Service Spares Letters, releases including Service Bulletins, Service Letters, Service Spares Letters,
and others relating to the airplane. and others relating to the airplane.
Piper Service Bulletins are of special importance and Piper considers Piper Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directly to the latest FAA-registered compliance mandatory. These are sent directly to the latest FAA-registered
owners in the United States (U.S.) and Piper Service Centers worldwide. owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers. apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing techniques Service Letters deal with product improvements and servicing techniques
pertaining to the airplane. They are sent to Piper Service Centers and, if 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 give necessary, to the latest FAA-registered owners in the U.S. Owners should give
careful attention to Service Letter information. careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional equipment Service Spares Letters offer improved parts, kits, and optional equipment
which were not available originally, and which may be of interest to the owner. which were not available originally, and which may be of interest to the owner.
HANDLING, SERV & MAINT PA-38-112, TOMAHAWK HANDLING, SERV & MAINT PA-38-112, TOMAHAWK
Piper Aircraft Corporation offers a subscription service for Service Piper Aircraft Corporation offers a subscription service for Service
Bulletins, Service Letters, and Service Spares Letters. This service is available Bulletins, Service Letters, and Service Spares Letters. This service is available
to interested persons such as owners, pilots, and mechanics at a nominal fee 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 and may be obtained through an authorized Piper Service Center or Piper’s
Customer Services Department. Customer Services Department.
Maintenance manuals, parts catalogs, and revisions to both, are available Maintenance manuals, parts catalogs, and revisions to both, are available
from Piper Service Centers or Piper’s Customer Services Department. from Piper Service Centers or Piper’s Customer Services Department.
Any correspondence regarding the airplane should include the airplane Any correspondence regarding the airplane should include the airplane
model and serial number to ensure proper response. model and serial number to ensure proper response.
8.3 AIRPLANE INSPECTION PERIODS 8.3 AIRPLANE INSPECTION PERIODS
Piper Aircraft Corporation has developed inspection items and required Piper Aircraft Corporation has developed inspection items and required
inspection intervals for the PA-38-112 (see PA-38-112 Maintenance and inspection intervals for the PA-38-112 (see PA-38-112 Maintenance and
Inspection Manuals). The PA-38-112 Inspection Manual contains appropriate Inspection Manuals). The PA-38-112 Inspection Manual contains appropriate
forms, and all inspection procedures should be complied with by a properly forms, and all inspection procedures should be complied with by a properly
trained, knowledgeable, and qualified mechanic at an authorized Piper Service trained, knowledgeable, and qualified mechanic at an authorized Piper Service
Center or a reputable repair shop. Piper Aircraft Corporation cannot accept Center or a reputable repair shop. Piper Aircraft Corporation cannot accept
responsibility for the continued airworthiness of any aircraft not maintained to responsibility for the continued airworthiness of any aircraft not maintained to
these standards, and/or not brought into compliance with applicable Service these standards, and/or not brought into compliance with applicable Service
Bulletins issued by Piper Aircraft Corporation, instructions issued by the Bulletins issued by Piper Aircraft Corporation, instructions issued by the
engine, propeller, or accessory manufacturers, or Airworthiness Directives engine, propeller, or accessory manufacturers, or Airworthiness Directives
issued by the FAA. issued by the FAA.
A programmed Inspection, approved by the Federal Aviation A programmed Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine and Administration (FAA), is also available to the owner. This involves routine and
detailed inspections to allow maximum utilization of the airplane. Maintenance detailed inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued inspection costs are reduced, and the maximum standard of continued
airworthiness is maintained. Complete details are available from Piper Aircraft airworthiness is maintained. Complete details are available from Piper Aircraft
Corporation. Corporation.
In addition, but in conjunction with the above, the FAA requires periodic In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or requirements and for maintaining proper documentation in logbooks and/or
maintenance records. maintenance records.
A spectrographic analysis of the engine oil is available from several A spectrographic analysis of the engine oil is available from several
sources. This inspection, if performed properly, provides a good check of the sources. This inspection, if performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be 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 cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals. regular intervals.
8.5 PREVENTIVE MAINTENANCE 8.5 PREVENTIVE MAINTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform The holder of a Pilot Certificate issued under FAR Part 61 may perform
certain preventive maintenance described in FAR Part 43. This maintenance certain preventive maintenance described in FAR Part 43. This maintenance
may be performed only on an aircraft which the pilot owns or operates and may be performed only on an aircraft which the pilot owns or operates and
which is not used to carry persons or property for hire, except as provided in which is not used to carry persons or property for hire, except as provided in
applicable FAR’s. Although such maintenance is allowed by law, each applicable FAR’s. Although such maintenance is allowed by law, each
individual should make a self-analysis as to whether he has the ability to individual should make a self-analysis as to whether he has the ability to
perform the work. perform the work.
All other maintenance required on the airplane should be accomplished by All other maintenance required on the airplane should be accomplished by
appropriately licensed personnel. appropriately licensed personnel.
If maintenance is accomplished, an entry must be made in the appropriate If maintenance is accomplished, an entry must be made in the appropriate
logbook. The entry should contain: logbook. The entry should contain:
(a) The date the work was accomplished. (a) The date the work was accomplished.
(b) Description of the work. (b) Description of the work.
(c) Number of hours on the aircraft. (c) Number of hours on the aircraft.
(d) The certificate number of pilot performing the work. (d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work. (e) Signature of the individual doing the work.
8.7 AIRPLANE ALTERATIONS 8.7 AIRPLANE ALTERATIONS
If the owner desires to have the aircraft modified, FAA approval must If the owner desires to have the aircraft modified, FAA approval must
be obtained for the alteration. Major alterations accomplished in be obtained for the alteration. Major alterations accomplished in
accordance with Advisory Circular 43.13-2, when performed by an A & P 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 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 the basic airframe or systems not covered by AC 43.13-2 require a
Supplemental Type Certificate. Supplemental Type Certificate.
The owner or pilot is required to ascertain that the following Aircraft The owner or pilot is required to ascertain that the following Aircraft
Papers are in order and in the aircraft. Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times: (a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-8 100-2. (1) Aircraft Airworthiness Certificate Form FAA-8 100-2.
(2) Aircraft Registration Certificate Form FAA-8050-3. (2) Aircraft Registration Certificate Form FAA-8050-3.
(3) Aircraft Radio Station License if transmitters are installed. (3) Aircraft Radio Station License if transmitters are installed.
(b) To be carried in the aircraft at all times: (b) To be carried in the aircraft at all times:
(1) Pilot’s Operating Handbook. (1) Pilot’s Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair (2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable. and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list. (3) Aircraft equipment list.
Although the aircraft and engine logbooks are not required to be in the Although the aircraft and engine logbooks are not required to be in the
aircraft, they should be made available upon request. Logbooks should be aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been giving the mechanic information about what has or has not been
accomplished. accomplished.
8.9 GROUND HANDLING 8.9 GROUND HANDLING
(a) Towing (a) Towing
The airplane may be moved on the ground by the use of the nose The airplane may be moved on the ground by the use of the nose
wheel steering bar* that is stowed in the baggage compartment or wheel steering bar* that is stowed in the baggage compartment or
by power equipment that will not damage or excessively strain the by power equipment that will not damage or excessively strain the
nose gear steering assembly. Towing lugs are incorporated as part nose gear steering assembly. Towing lugs are incorporated as part
of the nose gear fork. of the nose gear fork.
CAUTIONS CAUTIONS
When towing with power equipment, do not When towing with power equipment, do not
turn the nose gear beyond its steering radius in turn the nose gear beyond its steering radius in
either direction, as this will result in damage to either direction, as this will result in damage to
the nose gear and steering mechanism. the nose gear and steering mechanism.
Do not tow the airplane when the controls are Do not tow the airplane when the controls are
secured. Do not push or pull on the propeller or secured. Do not push or pull on the propeller or
control surfaces. control surfaces.
(b) Taxiing (b) Taxiing
Before attempting to taxi the airplane, ground personnel Before attempting to taxi the airplane, ground personnel
should be instructed and approved by a qualified person authorized should be instructed and approved by a qualified person authorized
by the owner. Engine starting and shut-down procedures as well as by the owner. Engine starting and shut-down procedures as well as
taxi techniques should be covered. When it is ascertained that the taxi techniques should be covered. When it is ascertained that the
propeller back blast and taxi areas are clear, power should be propeller back blast and taxi areas are clear, power should be
applied to start the taxi roll, and the following checks should be applied to start the taxi roll, and the following checks should be
performed: performed:
(1) Taxi a few feet forward and apply the brakes to determine (1) Taxi a few feet forward and apply the brakes to determine
their effectiveness. their effectiveness.
(2) While taxiing, make slight turns to ascertain the effective- (2) While taxiing, make slight turns to ascertain the effective-
ness of the steering. ness of the steering.
(3) Observe wing clearance when taxiing near buildings or (3) Observe wing clearance when taxiing near buildings or
other stationary objects. If possible, station an observer other stationary objects. If possible, station an observer
outside the airplane. outside the airplane.
(4) When taxiing over uneven ground, avoid holes and ruts. (4) When taxiing over uneven ground, avoid holes and ruts.
(5) Do not operate the engine at high RPM when running up (5) Do not operate the engine at high RPM when running up
or taxiing over ground containing loose stones, gravel, or or taxiing over ground containing loose stones, gravel, or
any loose material that may cause damage to the propeller any loose material that may cause damage to the propeller
blades. blades.
8-5 8-5
(c) Parking (c) Parking
When parking the airplane, be sure that it is sufficiently When parking the airplane, be sure that it is sufficiently
protected from adverse weather conditions and that it presents no protected from adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for any length danger to other aircraft. When parking the airplane for any length
of time or overnight, it is suggested that it be moored securely. of time or overnight, it is suggested that it be moored securely.
(l) To park the airplane, head it into the wind if possible. (l) To park the airplane, head it into the wind if possible.
(2) Set the parking brake by pulling back on the brake lever (2) Set the parking brake by pulling back on the brake lever
and depressing the button on the handle. To release the and depressing the button on the handle. To release the
parking brake, pull back on the handle until the catch parking brake, pull back on the handle until the catch
disengages; then allow the handle to swing forward. disengages; then allow the handle to swing forward.
CAUTION CAUTION
Brakes should not be set when overheated or Brakes should not be set when overheated or
during cold weather when accumulated during cold weather when accumulated
moisture may freeze a brake. moisture may freeze a brake.
(3) Aileron and elevator controls should be secured with the (3) Aileron and elevator controls should be secured with the
front seat belt and chocks used to properly block the front seat belt and chocks used to properly block the
wheels. wheels.
(d) Mooring (d) Mooring
The airplane should be moored for immovability, security and The airplane should be moored for immovability, security and
protection. The following procedures should be used for the proper protection. The following procedures should be used for the proper
mooring of the airplane: mooring of the airplane:
(1) Head the airplane into the wind if possible. (1) Head the airplane into the wind if possible.
(2) Retract the flaps. (2) Retract the flaps.
(3) Immobilize the ailerons and elevators by looping the seat (3) Immobilize the ailerons and elevators by looping the seat
belt through the control wheel and pulling it snug. belt through the control wheel and pulling it snug.
(4) Block the wheels. (4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and to the (5) Secure tie-down ropes to the wing tie-down rings and to the
tail skid at approximately 45 degree angles to the ground. tail skid at approximately 45 degree angles to the ground.
When using rope of non-synthetic material, leave When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should the sufficient slack to avoid damage to the airplane should the
ropes contract. ropes contract.
CAUTION CAUTION
Use bowline knots, square knots or locked slip Use bowline knots, square knots or locked slip
knots. Do not use plain slip knots. knots. Do not use plain slip knots.
8-6 8-6
NOTE NOTE
Additional preparations for high winds include Additional preparations for high winds include
using tie-down ropes from the nose landing using tie-down ropes from the nose landing
gear fork and securing the rudder. gear fork and securing the rudder.
(6) Install a pitot head cover if available Be sure to remove the (6) Install a pitot head cover if available Be sure to remove the
pitot head cover before flight. pitot head cover before flight.
(7) Cabin doors should be locked when the airplane is (7) Cabin doors should be locked when the airplane is
unattended. unattended.
8.11 ENGINE AIR FILTER 8.11 ENGINE AIR FILTER
The dry type induction air filter must be inspected and cleaned at least The dry type induction air filter must be inspected and cleaned at least
once every 50 hours, and more often, even daily, when operating in dusty once every 50 hours, and more often, even daily, when operating in dusty
conditions. The filter is disposable and inexpensive and a spare should conditions. The filter is disposable and inexpensive and a spare should
always be kept on hand for a rapid replacement. always be kept on hand for a rapid replacement.
(a) Removal of Engine Air Filter (a) Removal of Engine Air Filter
The filter is located in the lower front of the engine compart- The filter is located in the lower front of the engine compart-
ment and is accessible through the chin scoop intake with the ment and is accessible through the chin scoop intake with the
cowling intact. It may be removed by the following procedure: cowling intact. It may be removed by the following procedure:
(l) Loosen the 1/4-turn attachment screws securing the filter. (l) Loosen the 1/4-turn attachment screws securing the filter.
The top screws are accessible through the intake opening, The top screws are accessible through the intake opening,
the bottom screws through the two ports on the underside the bottom screws through the two ports on the underside
of the scoop. of the scoop.
(2) Remove the filter through the intake opening. (2) Remove the filter through the intake opening.
(b) Cleaning Engine Air Filter (b) Cleaning Engine Air Filter
(1) Tap the filter gently to remove loose dirt particles, being (1) Tap the filter gently to remove loose dirt particles, being
careful not to damage the filter. DO NOT wash the filter in careful not to damage the filter. DO NOT wash the filter in
any liquid. DO NOT attempt to blow out dirt with any liquid. DO NOT attempt to blow out dirt with
compressed air. compressed air.
(2) If the filter is excessively dirty or shows any damage, (2) If the filter is excessively dirty or shows any damage,
discard it and replace it immediately. discard it and replace it immediately.
(3) Wipe the filter housing with a clean cloth. (3) Wipe the filter housing with a clean cloth.
(c) Installation of Engine Air Filter (c) Installation of Engine Air Filter
After cleaning or when replacing the filter, install the filter in After cleaning or when replacing the filter, install the filter in
the reverse order of removal. the reverse order of removal.
8-7 8-7
8.13 BRAKE SERVICE 8.13 BRAKE SERVICE
The brake system (Figure 8-1) is filled with Univis No. 40 or The brake system (Figure 8-1) is filled with Univis No. 40 or
MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level should MIL-H-5606 (petroleum base) hydraulic brake fluid. The fluid level should
be checked periodically or at every 50 hour inspection and replenished when be checked periodically or at every 50 hour inspection and replenished when
necessary. The brake reservoir is located on the fire wall in the engine necessary. The brake reservoir is located on the fire wall in the engine
compartment. If the entire system must be refilled, fill with fluid under compartment. If the entire system must be refilled, fill with fluid under
pressure from the brake end of the system. This will eliminate air from the pressure from the brake end of the system. This will eliminate air from the
system. system.
No adjustment of the brake clearances is necessary. If after extended No adjustment of the brake clearances is necessary. If after extended
service brake blocks become excessively worn, they should be replaced with service brake blocks become excessively worn, they should be replaced with
new segments. new segments.
8.15 LANDING GEAR SERVICE 8.15 LANDING GEAR SERVICE
The landing gears use 5.00 x 5 or optional 6.00 x 6 wheel assemblies*. All The landing gears use 5.00 x 5 or optional 6.00 x 6 wheel assemblies*. All
three tires are four ply rating, type III tires with tubes. (Refer to paragraph three tires are four ply rating, type III tires with tubes. (Refer to paragraph
8.23.) 8.23.)
CAUTION CAUTION
Proper tire inflation must be maintained to Proper tire inflation must be maintained to
prevent high sensitivity of the nose wheel prevent high sensitivity of the nose wheel
steering during takeoffs and landings. steering during takeoffs and landings.
Wheels are removed by taking off the hub cap, cotter pin, axle nut, and Wheels are removed by taking off the hub cap, cotter pin, axle nut, and
the bolts holding the brake segment in place. Mark tire and wheel for the bolts holding the brake segment in place. Mark tire and wheel for
reinstallation; then dismount by deflating the tire, removing the through- reinstallation; then dismount by deflating the tire, removing the through-
bolts from the wheel and separating the wheel halves. bolts from the wheel and separating the wheel halves.
The nose gear oleo should be serviced according to the instructions on The nose gear oleo should be serviced according to the instructions on
the unit. The oleo should be extended under normal static load until 3 inches the unit. The oleo should be extended under normal static load until 3 inches
of oleo piston tube is exposed. Should the strut exposure be below that of oleo piston tube is exposed. Should the strut exposure be below that
required, it should be determined whether air or oil is required by first raising required, it should be determined whether air or oil is required by first raising
the airplane on jacks. Depress the valve core to allow air to escape from the the airplane on jacks. Depress the valve core to allow air to escape from the
strut housing chamber. Remove the filler plug and slowly raise the strut to full strut housing chamber. Remove the filler plug and slowly raise the strut to full
compression. If the strut has sufficient fluid, it will be visible up to the compression. If the strut has sufficient fluid, it will be visible up to the
bottom of the filler plug hole and will then require only proper inflation. bottom of the filler plug hole and will then require only proper inflation.
*6.00 x 6 wheel assemblies are standard on aircraft with serial nos. *6.00 x 6 wheel assemblies are standard on aircraft with serial nos.
38-81A0001 and up. Optional on earlier aircraft. 38-81A0001 and up. Optional on earlier aircraft.
BRAKE SYSTEM BRAKE SYSTEM
8-9 8-9
Should fluid be below the bottom of the filler plug hole, fluid should be Should fluid be below the bottom of the filler plug hole, fluid should be
added. Replace the plug with the valve core removed; attach a clear plastic added. Replace the plug with the valve core removed; attach a clear plastic
hose to the valve stem of the filler plug and submerge the other end in a con- hose to the valve stem of the filler plug and submerge the other end in a con-
tainer of Univis No. 40 hydraulic fluid. Fully compress and extend the strut tainer of Univis No. 40 hydraulic fluid. Fully compress and extend the strut
several times, thus drawing fluid from the container and expelling air from several times, thus drawing fluid from the container and expelling air from
the strut chamber., When air bubbles cease to flow through the hose, the strut chamber., When air bubbles cease to flow through the hose,
compress the strut fully and check fluid level. Reinstall the valve core and compress the strut fully and check fluid level. Reinstall the valve core and
filler plug. filler plug.
With fluid in the strut housing at the correct level, attach a strut pump to With fluid in the strut housing at the correct level, attach a strut pump to
the air valve and with the airplane on the ground, inflate the oleo strut to the the air valve and with the airplane on the ground, inflate the oleo strut to the
correct height. correct height.
In jacking the aircraft for landing gear or other service, two hydraulic 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 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 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 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 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, 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. jacking may be continued until the airplane is at the height desired.
The push-pull steering rods from the rudder pedals to the nose gear The push-pull steering rods from the rudder pedals to the nose gear
steering arm are adjusted at either end by turning the threaded rod end steering arm are adjusted at either end by turning the threaded rod end
bearings in or out. Adjustment is normally accomplished at the forward 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 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 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 centered. Alignment of the nose wheel can be checked by pushing the
airplane back and forth with the rudder centered to determine that the plane airplane back and forth with the rudder centered to determine that the plane
follows a perfectly straight line. The turning arc of the nose wheel is follows a perfectly straight line. The turning arc of the nose wheel is
30.0° + 2° in either direction and is limited by stops on the bottom of the 30.0° + 2° in either direction and is limited by stops on the bottom of the
forging. forging.
The stops on the bottom of the nose gear are also the stops for the rudder The stops on the bottom of the nose gear are also the stops for the rudder
pedal arms and should be carefully adjusted so that the pedal arms contact pedal arms and should be carefully adjusted so that the pedal arms contact
the stops just after the rudder hits its stops. This guarantees that the rudder the stops just after the rudder hits its stops. This guarantees that the rudder
will be allowed to move through its full travel. will be allowed to move through its full travel.
8.17 PROPELLER SERVICE 8.17 PROPELLER SERVICE
The spinner and backing plate should be frequently cleaned and The spinner and backing plate should be frequently cleaned and
inspected for cracks. Before each flight the propeller should be inspected for inspected for cracks. Before each flight the propeller should be inspected for
nicks, scratches, and corrosion. If found, they should be repaired as soon as 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 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. 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 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 paint to retard glare. To prevent corrosion, the surface should be cleaned
and waxed periodically. and waxed periodically.
8.19 OIL REQUIREMENTS 8.19 OIL REQUIREMENTS
The oil capacity of the Lycoming O-235-L2C or O-235-L2A engine is 6 The oil capacity of the Lycoming O-235-L2C or O-235-L2A engine is 6
quarts, and the minimum safe quantity is 2 quarts. It is recommended that quarts, and the minimum safe quantity is 2 quarts. It is recommended that
the oil be changed every 50 hours and sooner under unfavorable operating the oil be changed every 50 hours and sooner under unfavorable operating
conditions. Intervals between oil changes can be increased as much as 100% conditions. Intervals between oil changes can be increased as much as 100%
on engines equipped with full flow (cartridge type) oil filters, provided the on engines equipped with full flow (cartridge type) oil filters, provided the
element is replaced each 50 hours of operation and the specified octane fuel element is replaced each 50 hours of operation and the specified octane fuel
is used. Should fuel other than the specified octane rating for the power plant is used. Should fuel other than the specified octane rating for the power plant
be used, refer to the latest issue of Lycoming Service Letter No. L185 and be used, refer to the latest issue of Lycoming Service Letter No. L185 and
Lycoming Service Instruction No. 1014 for additional information and Lycoming Service Instruction No. 1014 for additional information and
recommended service procedures. The following grades of aviation engine recommended service procedures. The following grades of aviation engine
oil are recommended for the specified temperatures: oil are recommended for the specified temperatures:
Average Ambient MIL-L-6082B MIL-L-22851 Average Ambient MIL-L-6082B MIL-L-22851

Air Temperature Straight Mineral Reference Ashless Dispersant Air Temperature Straight Mineral Reference Ashless Dispersant
For Starting SAE Grades Aviation Grades SAE Grades For Starting SAE Grades Aviation Grades SAE Grades
Above 60°F 50 100 20W-40 or 20W-50 Above 60°F 50 100 20W-40 or 20W-50
30° to 90°F 40 80 20W-40 30° to 90°F 40 80 20W-40
0° to 70°F 30 65 20W-40 or 20W-30 0° to 70°F 30 65 20W-40 or 20W-30
Below 10°F 20 — 20W-30 Below 10°F 20 — 20W-30
Refer to Lycoming Service Instruction 1014, latest revision, when Refer to Lycoming Service Instruction 1014, latest revision, when
changing from straight mineral oil to ashless dispersant oil. changing from straight mineral oil to ashless dispersant oil.
8.21 FUEL SYSTEM 8.21 FUEL SYSTEM
(a) Servicing Fuel System (a) Servicing Fuel System
At every 50 hour inspection, the fuel screens in the strainer, in At every 50 hour inspection, the fuel screens in the strainer, in
the electric fuel pump and at the carburetor inlet must be cleaned. the electric fuel pump and at the carburetor inlet must be cleaned.
(b) Fuel Requirements (b) Fuel Requirements
Aviation fuel of a minimum grade of 100/130 is specified Aviation fuel of a minimum grade of 100/130 is specified
for this airplane. Since the use of lower grades can cause serious for this airplane. Since the use of lower grades can cause serious
engine damage in a short period of time, the engine warranty is engine damage in a short period of time, the engine warranty is
invalidated by the use of unapproved fuels. Refer to the latest issue invalidated by the use of unapproved fuels. Refer to the latest issue
of Lycoming Service Instructions 1070 for approved alternate of Lycoming Service Instructions 1070 for approved alternate
grade fuels. See Section 1.7 Fuels. grade fuels. See Section 1.7 Fuels.
(c) Filling Fuel Tanks (c) Filling Fuel Tanks
Observe all safety precautions required when handling Observe all safety precautions required when handling
gasoline. Fill the fuel tanks through the fillers located on the gasoline. Fill the fuel tanks through the fillers located on the
forward slope of the wings. Each wing tank holds a maximum of 16 forward slope of the wings. Each wing tank holds a maximum of 16
U.S. gallons. When using less than the standard 32 gallon capacity, U.S. gallons. When using less than the standard 32 gallon capacity,
fuel should be distributed equally between each side. When the fuel should be distributed equally between each side. When the
filler neck indicator is installed, there is approximately 10 gallons in filler neck indicator is installed, there is approximately 10 gallons in
the fuel tank when the fuel level is even with the bottom of the filler the fuel tank when the fuel level is even with the bottom of the filler
neck indicator. neck indicator.
(d) Draining Fuel Strainer, Sumps and Lines (d) Draining Fuel Strainer, Sumps and Lines
The fuel system sumps and strainer bowl should be drained The fuel system sumps and strainer bowl should be drained
daily prior to the first flight and after refueling to avoid the daily prior to the first flight and after refueling to avoid the
accumulation of contaminants such as water sediment. Each fuel accumulation of contaminants such as water sediment. Each fuel
tank is equipped with an individual quick drain located at the lower tank is equipped with an individual quick drain located at the lower
inboard rear corner of the tank (Figure 8-3). The fuel strainer is inboard rear corner of the tank (Figure 8-3). The fuel strainer is
equipped with an external quick drain located near the lower left equipped with an external quick drain located near the lower left
corner of the firewall. Each of the fuel tank sumps should be drained corner of the firewall. Each of the fuel tank sumps should be drained
first. Then the fuel strainer should be drained twice, once with the first. Then the fuel strainer should be drained twice, once with the
fuel selector valve on each tank. Each time fuel is drained, sufficient fuel selector valve on each tank. Each time fuel is drained, sufficient
fuel should be allowed to flow to ensure removal contaminants. fuel should be allowed to flow to ensure removal contaminants.
This fuel should be collected in a suitable container, examined for This fuel should be collected in a suitable container, examined for
contaminants and color, and then discarded. contaminants and color, and then discarded.
FUEL TANK DRAIN FUEL TANK DRAIN

CAUTION CAUTION
When draining any amount of fuel, care should When draining any amount of fuel, care should
be taken to ensure that no fire hazard exists be taken to ensure that no fire hazard exists
before starting the engine. before starting the engine.
After draining, each quick drain should be After draining, each quick drain should be
checked to make sure it has closed completely checked to make sure it has closed completely
and is not leaking. and is not leaking.
(c) Draining Fuel System (c) Draining Fuel System
The bulk of the fuel may be drained from the system by opening The bulk of the fuel may be drained from the system by opening
the valve at the inboard end of each tank. Push up on the arms of the the valve at the inboard end of each tank. Push up on the arms of the
drain valve and turn counterclockwise to hold the drain open. Drain drain valve and turn counterclockwise to hold the drain open. Drain
the fuel from the fuel strainer bowl and remove the fuel supply line the fuel from the fuel strainer bowl and remove the fuel supply line
at the carburetor servo. Run the electric driven fuel pump until the at the carburetor servo. Run the electric driven fuel pump until the
system is completely drained, this will require selecting all fuel tanks system is completely drained, this will require selecting all fuel tanks
to ensure fuel is drained from all lines. to ensure fuel is drained from all lines.
CAUTION CAUTION
When the fuel system is completely drained and When the fuel system is completely drained and
fuel is replenished it will be necessary to run the fuel is replenished it will be necessary to run the
engine for a minimum of 3 minutes at 1000 engine for a minimum of 3 minutes at 1000
RPM on each tank to ensure no air exists in the RPM on each tank to ensure no air exists in the
fuel supply lines. fuel supply lines.
8.23 TIRE INFLATION 8.23 TIRE INFLATION
For maximum service from tires, keep all three inflated to the proper For maximum service from tires, keep all three inflated to the proper
pressure, 26 psi for the standard 5.00 x 5 tires and 30 psi for the optional pressure, 26 psi for the standard 5.00 x 5 tires and 30 psi for the optional
6.00 x 6 tires*. All wheels and tires are balanced before original installation, 6.00 x 6 tires*. All wheels and tires are balanced before original installation,
and the relationship of tire, tube and wheel should be maintained upon and the relationship of tire, tube and wheel should be maintained upon
reinstallation. Unbalanced wheels can cause extreme vibration in the reinstallation. Unbalanced wheels can cause extreme vibration in the
landing gear; therefore, in the installation of new components, it may be landing gear; therefore, in the installation of new components, it may be
necessary to rebalance the wheels with the tires mounted. When checking necessary to rebalance the wheels with the tires mounted. When checking
tire pressure, examine the tires for wear, cuts, bruises, and slippage. tire pressure, examine the tires for wear, cuts, bruises, and slippage.
CAUTION CAUTION
Proper tire inflation must be maintained to pre- Proper tire inflation must be maintained to pre-
vent high sensitivity of the nose wheel steering vent high sensitivity of the nose wheel steering
during takeoff and landing. during takeoff and landing.
8.25 BATTERY SERVICE 8.25 BATTERY SERVICE
Access to the 12-volt battery is obtained by raising the right side of the Access to the 12-volt battery is obtained by raising the right side of the
top cowl and removing the cover of the battery box. The battery box has top cowl and removing the cover of the battery box. The battery box has
*6.00 x 6 wheel assemblies are standard on aircraft with serial nos. *6.00 x 6 wheel assemblies are standard on aircraft with serial nos.
38-81A0001 and up. Optional on earlier aircraft. 38-81A0001 and up. Optional on earlier aircraft.
a drain tube which is normally closed off with a cap and which should be a drain tube which is normally closed off with a cap and which should be
opened occasionally to drain off any accumulation of liquid. opened occasionally to drain off any accumulation of liquid.
The battery should be checked for proper fluid level. DO NOT fill the 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 only battery above the baffle plates. DO NOT fill the battery with acid - use only
water. A hydrometer check will determine the percent of charge in the water. A hydrometer check will determine the percent of charge in the
battery. battery.
If the battery is not up to charge, recharge starting at a 4 amp rate and 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. finishing with a 2 amp rate. Quick charges are not recommended.
8.27 CLEANING 8.27 CLEANING
(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape Before cleaning the engine compartment, place a strip of tape
on the magneto vents to prevent any solvent from entering these on the magneto vents to prevent any solvent from entering these
units. units.
(1) Place a large pan under the engine to catch waste. (1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the (2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser. engine with solvent or a mixture of solvent and degreaser.
In order to remove especially heavy dirt and grease In order to remove especially heavy dirt and grease
deposits, it may be necessary to brush areas that were deposits, it may be necessary to brush areas that were
sprayed. sprayed.
CAUTION CAUTION
Do not spray solvent into the alternator, Do not spray solvent into the alternator,
vacuum pump, starter, or air intakes. vacuum pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten (3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional minutes. Then rinse the engine clean with additional
solvent and allow it to dry. solvent and allow it to dry.
CAUTION CAUTION
Do not operate the engine until excess solvent Do not operate the engine until excess solvent
has evaporated or otherwise been removed. has evaporated or otherwise been removed.
(4) Remove the protective tape from the magnetos. (4) Remove the protective tape from the magnetos.
(5) Lubricate the controls, bearing surfaces, etc., in accord- (5) Lubricate the controls, bearing surfaces, etc., in accord-
ance with the Lubrication Chart in the PA-38-112 Service ance with the Lubrication Chart in the PA-38-112 Service
Manual. Manual.
(b) Cleaning Landing Gear (b) Cleaning Landing Gear
Before cleaning the landing gear, place a plastic cover or similar Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly. material over the wheel and brake assembly.
(1) Place a pan under the gear to catch waste. (1) Place a pan under the gear to catch waste.
(2) Spray or brush the gear area with solvent or a mixture of (2) Spray or brush the gear area with solvent or a mixture of
solvent and degreaser, as desired. Where heavy grease and solvent and degreaser, as desired. Where heavy grease and
dirt deposits have collected, it may be necessary to brush dirt deposits have collected, it may be necessary to brush
areas that were sprayed, in order to clean them. areas that were sprayed, in order to clean them.
(3) Allow the solvent to remain on the gear from five to ten (3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and minutes. Then rinse the gear with additional solvent and
allow to dry. allow to dry.
(4) Remove the cover from the wheel and remove the catch (4) Remove the cover from the wheel and remove the catch
pan. pan.
(5) Lubricate the gear in accordance with the Lubrication (5) Lubricate the gear in accordance with the Lubrication
Chart in the PA-38-112 Service Manual. Chart in the PA-38-112 Service Manual.
(c) Cleaning Exterior Surfaces (c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water. The airplane should be washed with a mild soap and water.
Harsh abrasives or alkaline soaps or detergents could make Harsh abrasives or alkaline soaps or detergents could make
scratches on painted or plastic surfaces or could cause corrosion of scratches on painted or plastic surfaces or could cause corrosion of
metal. Cover areas where cleaning solution could cause damage. To metal. Cover areas where cleaning solution could cause damage. To
wash the airplane, use the following procedure: wash the airplane, use the following procedure:
(1) Flush away loose dirt with water. (1) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge or a soft (2) Apply cleaning solution with a soft cloth, a sponge or a soft
bristle brush. bristle brush.
(3) To remove exhaust stains, allow the solution to remain on (3) To remove exhaust stains, allow the solution to remain on
the surface longer. the surface longer.
(4) To remove stubborn oil and grease, use a cloth dampened (4) To remove stubborn oil and grease, use a cloth dampened
with naphtha. with naphtha.
(5) Rinse all surfaces thoroughly. (5) Rinse all surfaces thoroughly.
(6) Any good automotive wax may be used to preserve painted (6) Any good automotive wax may be used to preserve painted
surfaces. Soft cleaning cloths or a chamois should be used surfaces. Soft cleaning cloths or a chamois should be used
to prevent scratches when cleaning or polishing. A heavier to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the coating of wax on the leading surfaces will reduce the
abrasion problems in these areas. abrasion problems in these areas.
(d) Cleaning Windshield and Windows (d) Cleaning Windshield and Windows
(1) Remove dirt, mud and other loose particles from exterior (1) Remove dirt, mud and other loose particles from exterior
surfaces with clean water. surfaces with clean water.
(2) Wash with mild soap and warm water or with aircraft (2) Wash with mild soap and warm water or with aircraft
plastic cleaner. Use a soft cloth or sponge in a straight back plastic cleaner. Use a soft cloth or sponge in a straight back
and forth motion. Do not rub harshly. and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth moistened with (3) Remove oil and grease with a cloth moistened with
kerosene. kerosene.
CAUTION CAUTION
Do not use gasoline, alcohol, benzene, carbon Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, or window tetrachloride, thinner, acetone, or window
cleaning sprays. cleaning sprays.
(4) After cleaning plastic surfaces, apply a thin coat of hard (4) After cleaning plastic surfaces, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion. circular motion.
(5) A severe scratch or mar in plastic can be removed by (5) A severe scratch or mar in plastic can be removed by
rubbing out the scratch with jeweler’s rouge. Smooth both rubbing out the scratch with jeweler’s rouge. Smooth both
sides and apply wax. sides and apply wax.
(e) Cleaning Headliner, Side Panels and Seats (e) Cleaning Headliner, Side Panels and Seats
(1) Clean headliner, side panels, and seats with a stiff bristle (1) Clean headliner, side panels, and seats with a stiff bristle
brush, and vacuum where necessary. brush, and vacuum where necessary.
(2) Soiled upholstery, except leather, may be cleaned with a (2) Soiled upholstery, except leather, may be cleaned with a
good upholstery cleaner suitable for the material. Carefully good upholstery cleaner suitable for the material. Carefully
follow the manufacturer’s instructions. Avoid soaking or follow the manufacturer’s instructions. Avoid soaking or
harsh rubbing. harsh rubbing.
CAUTION CAUTION
Solvent cleaners require adequate ventilation. Solvent cleaners require adequate ventilation.
(3) Leather should be cleaned with saddle soap or a mild hand (3) Leather should be cleaned with saddle soap or a mild hand
soap and water. soap and water.
(f) Cleaning Carpets (f) Cleaning Carpets
To clean carpets, first remove loose dirt with a whisk broom or To clean carpets, first remove loose dirt with a whisk broom or
vacuum. For soiled spots and stubborn stains use a nonflammable vacuum. For soiled spots and stubborn stains use a nonflammable
dry cleaning fluid. Floor carpets may be removed and cleaned like dry cleaning fluid. Floor carpets may be removed and cleaned like
any household carpet. any household carpet.
8.29 LUBRICATION 8.29 LUBRICATION
To prolong the life of the airplane and to reduce the frequency of To prolong the life of the airplane and to reduce the frequency of
extensive and expensive repairs, the airplane should be periodically extensive and expensive repairs, the airplane should be periodically
lubricated in accordance with the instructions presented in the PA-38-112 lubricated in accordance with the instructions presented in the PA-38-112
Service Manual. Service Manual.
8.31 WINTERIZATION 8.31 WINTERIZATION
For winter operation a winterization plate is installed on the inlet open- For winter operation a winterization plate is installed on the inlet open-
ing of the oil cooler baffle chamber. This plate should be installed whenever ing of the oil cooler baffle chamber. This plate should be installed whenever
the ambient temperature is 50° F or less. When not in use, the plate is attach- the ambient temperature is 50° F or less. When not in use, the plate is attach-
ed to the right rear engine baffle. ed to the right rear engine baffle.
Winterization Kit 61862: This kit should be installed at temperatures below Winterization Kit 61862: This kit should be installed at temperatures below
50°F. When this kit is installed, an OAT indicator is required. The kit must 50°F. When this kit is installed, an OAT indicator is required. The kit must
be removed when the OAT is above 50°F. be removed when the OAT is above 50°F.
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS
Paragraph/Supplement Page Paragraph/Supplement Page

No. No. No. No.
9.1 General........................................................................................ 9-1 9.1 General........................................................................................ 9-1

9-i 9-i
PA-38-112, TOMAHAWK SUPPLEMENTS PA-38-112, TOMAHAWK SUPPLEMENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS
This section provides information in the form of Supplements which This section provides information in the form of Supplements which
are necessary for efficient operation of the airplane when equipped with one are necessary for efficient operation of the airplane when equipped with one
or more of the various optional systems and equipment not provided with or more of the various optional systems and equipment not provided with
the standard airplane. the standard airplane.
All of the Supplements provided by this section are “FAA Approved” All of the Supplements provided by this section are “FAA Approved”
and consecutively numbered as a permanent part of this Handbook. The and consecutively numbered as a permanent part of this Handbook. The
information contained in each Supplement applies only when the related information contained in each Supplement applies only when the related
equipment is installed in the airplane. equipment is installed in the airplane.
9-1 9-1
SUPPLEMENTS PA-38-112, TOMAHAWK SUPPLEMENTS PA-38-112, TOMAHAWK
SECTION 10 SECTION 10
SAFETY TIPS SAFETY TIPS

No. No. No. No.
10.1 General........................................................................................ 10-1 10.1 General........................................................................................ 10-1

10.3 Safety Tips .................................................................................. 10-1 10.3 Safety Tips .................................................................................. 10-1

10-i 10-i
PA-38-112, TOMAHAWK SAFETY TIPS PA-38-112, TOMAHAWK SAFETY TIPS
SECTION 10 SECTION 10
SAFETY TIPS SAFETY TIPS
This section provides safety tips of particular value in the operation of This section provides safety tips of particular value in the operation of
the Piper Tomahawk. the Piper Tomahawk.
10.3 SAFETY TIPS 10.3 SAFETY TIPS
(a) Learn to trim for takeoff so that only a very light back pressure on (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. the control wheel is required to lift the airplane off the ground.
(b) The best speed for takeoff is about 60 KIAS under normal (b) The best speed for takeoff is about 60 KIAS under normal
conditions. Trying to pull the airplane off the ground at too low an conditions. Trying to pull the airplane off the ground at too low an
airspeed decreases the controllability of the airplane in the event of airspeed decreases the controllability of the airplane in the event of
engine failure. engine failure.
(c) Flaps may be lowered at airspeeds up to 89 KIAS. To reduce flap (c) Flaps may be lowered at airspeeds up to 89 KIAS. To reduce flap
operating loads, it is desirable to have the airplane at a slower speed operating loads, it is desirable to have the airplane at a slower speed
before extending the flaps. before extending the flaps.
(d) Before attempting to reset any circuit breaker, allow a two to five (d) Before attempting to reset any circuit breaker, allow a two to five
minute cooling off period. minute cooling off period.
(e) Before starting the engine, check that all radio switches, light (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 switches and the pitot heat switch are in the off position so as not to
create an overloaded condition when the starter is engaged. create an overloaded condition when the starter is engaged.
(f) Strobe lights should not be operating when flying through overcast (f) Strobe lights should not be operating when flying through overcast
and clouds, since reflected light can produce spacial disorientation. and clouds, since reflected light can produce spacial disorientation.
Do not operate strobe lights when taxiing in the vicinity of other Do not operate strobe lights when taxiing in the vicinity of other
aircraft. aircraft.
10-1 10-1
SAFETY TIPS PA-38-112, TOMAHAWK SAFETY TIPS PA-38-112, TOMAHAWK
(g) The rudder pedals are suspended from a torque tube which extends (g) The rudder pedals are suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the across the fuselage. The pilot should become familiar with the
proper positioning of the feet on the rudder pedals so as to avoid proper positioning of the feet on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals or interference with the torque tube when moving the rudder pedals or
operating the toe brakes. operating the toe brakes.
(h) In an effort to avoid accidents, pilots should obtain and study the (h) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications such safety related information made available in FAA publications such
as regulations, advisory circulars, Aviation News, AIM and safe-ty as regulations, advisory circulars, Aviation News, AIM and safe-ty
aids. aids.
(i) The shape of the wing fuel tanks is such that in certain maneuvers (i) The shape of the wing fuel tanks is such that in certain maneuvers
the fuel may move away from the tank outlet. If the outlet is the fuel may move away from the tank outlet. If the outlet is
uncovered, the fuel flow will be interrupted and a temporary loss of uncovered, the fuel flow will be interrupted and a temporary loss of
power may result. Pilots can prevent inadvertent uncovering of the power may result. Pilots can prevent inadvertent uncovering of the
outlet by avoiding maneuvers which could result in uncovering the outlet by avoiding maneuvers which could result in uncovering the
outlet. outlet.
Extreme running turning takeoffs should be avoided as fuel flow Extreme running turning takeoffs should be avoided as fuel flow
interruption may occur. interruption may occur.
Prolonged slips or skids which result in excess of 2000 ft. of altitude Prolonged slips or skids which result in excess of 2000 ft. of altitude
loss, or other radical or extreme maneuvers which could cause un- loss, or other radical or extreme maneuvers which could cause un-
covering of the fuel outlet must be avoided as fuel flow interrup- covering of the fuel outlet must be avoided as fuel flow interrup-
tion may occur when tank being used is not full. tion may occur when tank being used is not full.
(j) The airplane should not be flown in severe turbulence as damage to (j) The airplane should not be flown in severe turbulence as damage to
the airframe structure could result. the airframe structure could result.
10-2 10-2

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TOMAHAWK

FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON FAR 23 AND

HANDBOOK PART NO. 761 658

REPORT: VB-2126 ISSUED: JANUARY 20, 1978

II. Identification of Revised Material II. Identification of Revised Material

REPORT: 2126 REPORT: 2126

ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

Rev. 2 1-7, 1-18 Revised spelling. Rev. 2 1-7,1-18 Revised spelling.

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

Rev. 5 8-i Revised index. Rev. 5 8-i Revised index.

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

Rev. 7 ii Revised Warning. Rev. 7 ii Revised Warning.

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

Rev. 9 5-2 Added Warning. Rev. 9 5-2 Added Warning.

REPORT: 2126 REPORT: 2126

Revision FAA Approval Revision FAA Approval

REPORT: 2126 REPORT: 2126

Rev. 12 1-12 Delete pg.

Rev. 13 3-1 Revised para. 3.1.

ISSUED: JANUARY 20, 1978 REPORT: VB-2126

May 15, 1989

Rev. 14 ii Updated copyright.

REPORT: VB-2126 ISSUED: JANUARY 20, 1978

SECTION 1 GENERAL SECTION 1 GENERAL

SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS

SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES

SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE

SECTION 6 WEIGHT AND BALANCE SECTION 6 WEIGHT AND BALANCE

SECTION 7 DESCRIPTION AND OPERATION OF SECTION 7 DESCRIPTION AND OPERATION OF

SECTION 8 AIRPLANE HANDLING, SERVICING SECTION 8 AIRPLANE HANDLING, SERVICING

SECTION 9 SUPPLEMENTS SECTION 9 SUPPLEMENTS

SECTION 10 O P E R ATING TIPS SECTION 10 O P E R ATING TIPS

REPORT: 2126 REPORT: 2126

Paragraph Page Paragraph Page

1.1 Introduction .............................................................................. 1-1 1.1 Introduction .............................................................................. 1-1

REPORT: 2126 REPORT: 2126

1.1 INTRODUCTION 1.1 INTRODUCTION

THREE VIEW THREE VIEW

1.3 ENGINE 1.3 ENGINE

(a) Number of Engines 1 (a) Number of Engines 1

1.5 PROPELLER 1.5 PROPELLER

(a) Number of Propellers 1 (a) Number of Propellers 1

1.7 FUEL 1.7 FUEL

1.9 OIL 1.9 OIL