POH Cheyenne I

PILOT’S PILOT’S
OPERATING OPERATING
HANDBOOK HANDBOOK
AND AND
FAA APPROVED FAA APPROVED

AIRPLANE FLIGHT MANUAL AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE AIRPLANE AIRPLANE

SERIAL NO. ___________________________REGIST. NO. ______________________ SERIAL NO. ___________________________REGIST. NO. ______________________
PA-31T1 PA-31T1
REPORT: 2124 FAA APPROVED BY: _____________________________________ REPORT: 2124 FAA APPROVED BY: _____________________________________
PAUL E. EVERLY PAUL E. EVERLY
HANDBOOK ISSUE DATE: D.O.A. No. EA-1 HANDBOOK ISSUE DATE: D.O.A. No. EA-1
MAY 15, 1978 PIPER AIRCRAFT CORPORATION MAY 15, 1978 PIPER AIRCRAFT CORPORATION
AIRPLANE APPROVAL DATE: LOCK HAVEN, PENNSYLVANIA AIRPLANE APPROVAL DATE: LOCK HAVEN, PENNSYLVANIA
MARCH 6, 1978 MARCH 6, 1978
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE
PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION
PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED PROVIDED BY THE MANUFACTURER AND CONSTITUTES THE FAA APPROVED
AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE AIRPLANE AIRPLANE FLIGHT MANUAL. THIS HANDBOOK MUST BE CARRIED IN THE AIRPLANE
AT ALL TIMES. AT ALL TIMES.
HANDBOOK PART NO. 761 673 HANDBOOK PART NO. 761 673
APPLICABILITY APPLICABILITY
Application of this handbook is limited to the specific Piper PA-31T1 Application of this handbook is limited to the specific Piper PA-31T1
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.
WARNING WARNING
INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS INSPECTION, MAINTENANCE AND PARTS REQUIREMENTS
FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE
NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER NOT INCLUDED IN THIS HANDBOOK. WHEN A NON-PIPER
APPROVED STC INSTALLATION IS INCORPORATED ON APPROVED STC INSTALLATION IS INCORPORATED ON
THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN
ACCORDANCE WITH THE INSPECTION PROGRAM ACCORDANCE WITH THE INSPECTION PROGRAM
PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND INTERFACE, OPERATING CHARACTERISTICS AND
COMPONENT LOADS OR STRESSES ON ADJACENT COMPONENT LOADS OR STRESSES ON ADJACENT
STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA
MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER MAY NOT BE VALID FOR AIRPLANES WITH NON-PIPER
APPROVED STC INSTALLATIONS. APPROVED STC INSTALLATIONS.
REPORT: 2124 REPORT: 2124

REVISED: DECEMBER 16, 2002 iii REVISED: DECEMBER 16, 2002 iii
REVISIONS REVISIONS
The information compiled in the Pilot’s Operating Handbook will be The information compiled in the Pilot’s Operating Handbook will be
kept current by revisions distributed to the airplane owners. kept current by revisions distributed to the airplane owners.
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.
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 2-21, 3-1 through Title, ii through vii, 1-1 through 1-21, 2-1 through 2-21, 3-1 through
3-39, 4-1 through 4-38, 5-1 through 5-51, 6-1 through 6-42, 7-1 through 7-56, 3-39, 4-1 through 4-38, 5-1 through 5-51, 6-1 through 6-42, 7-1 through 7-56,
8-1 through 8-23, 9-1 through 9-20, and 10-1 through 10-3. 8-1 through 8-23, 9-1 through 9-20, and 10-1 through 10-3.

iv REVISED: DECEMBER 16, 2002 iv REVISED: DECEMBER 16, 2002
PILOT’S OPERATING HANDBOOK LOG OF REVISIONS PILOT’S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA-31T1 Cheyenne Pilot’s Operating Handbook, Current Revisions to the PA-31T1 Cheyenne Pilot’s Operating Handbook,
REPORT: 2124 issued May 15, 1978. REPORT: 2124 issued May 15, 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 l-4 Revised para. 1.11 and 1.13; Rev. 1 l-4 Revised para. 1.11 and 1.13;
761 673 added footnote; revised foot 761 673 added footnote; revised foot
(PR781013) note. (PR781013) note.
1-18 Corrected spelling. 1-18 Corrected spelling.
2-9 Revised para. 2.13; deleted 2-9 Revised para. 2.13; deleted
Warning; added footnote. Warning; added footnote.
2-10 Revised para. 2.15. 2-10 Revised para. 2.15.
2-17 Deleted info. from para. 2.37. 2-17 Deleted info. from para. 2.37.
3-ii Revised para. and pg. no. 3-ii Revised para. and pg. no.
3-iii Added pg.; added info. from 3-iii Added pg.; added info. from
pg. 3-ii. pg. 3-ii.
3-14 Added info. from pag. 3-15. 3-14 Added info. from pag. 3-15.
3-15 Relocated info. to pg. 3-14; 3-15 Relocated info. to pg. 3-14;
revised and added info. to revised and added info. to
para. 3-3 para. 3-3
added info. to para. 3.3. added info. to para. 3.3.
3-30 Revised and added info. to 3-30 Revised and added info. to
para. 3.25; relocated info. to para. 3.25; relocated info. to
pg. 3-31. pg. 3-31.
3-31 Added info. to para. 3.25 and 3-31 Added info. to para. 3.25 and
info. from pg. 3-30; relocated info. from pg. 3-30; relocated
para. 3.27 to pg. 3-32. para. 3.27 to pg. 3-32.

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

Rev. 1 (cont) 3-32 Added info. from pg. 3-31; Rev. 1 (cont) 3-32 Added info. from pg. 3-31;
revised para. 3.27; relocated revised para. 3.27; relocated
info. to pg. 3-33. info. to pg. 3-33.
3-33 Added info. from pg. 3-32; 3-33 Added info. from pg. 3-32;
relocated info. to pg. 3-34. relocated info. to pg. 3-34.
relocated info. to pgs. 3-37 relocated info. to pgs. 3-37
and 3-38. and 3-38.
3-37 Added para. 3.40; added para 3-37 Added para. 3.40; added para
3.41 from pg. 3-36; relocated 3.41 from pg. 3-36; relocated
info. to pgs. 3-38 and 3-39. info. to pgs. 3-38 and 3-39.
3-38 Added info. from pgs. 3-36 3-38 Added info. from pgs. 3-36
and 3-37; relocated info. to and 3-37; relocated info. to
pgs. 3-39 and 3-40. pgs. 3-39 and 3-40.
pgs. 3-40 and 3-41. pgs. 3-40 and 3-41.
3-40 Added pg.; added info. from 3-40 Added pg.; added info. from
pgs. 3-38 and 3-39. pgs. 3-38 and 3-39.
pg. 3-39. pg. 3-39.
4-i Revised para. and pg. no. 4-i Revised para. and pg. no.
4-20 Added Note; relocated info. 4-20 Added Note; relocated info.
to pg. 4-21. to pg. 4-21.

vi vi

revised para. 4.25 and 4.27; revised para. 4.25 and 4.27;
revised para. 4.29 and 4.31; revised para. 4.29 and 4.31;
and 4-29. and 4-29.
info. to pgs. 4-29 and 4-30. info. to pgs. 4-29 and 4-30.
pigs. 4-30 and 4-31. pigs. 4-30 and 4-31.
and 4-29; revised para. 4.39; and 4-29; revised para. 4.39;
and 4-31a. and 4-31a.
pgs. 4-31a and 4-33. pgs. 4-31a and 4-33.
4-31a Added pg.; added info. from 4-31a Added pg.; added info. from
pgs. 4-30 and 4-31. pgs. 4-30 and 4-31.
4-31b Added pg.; added info. to 4-31b Added pg.; added info. to
para. 4.39. para. 4.39.
4-32 Added info. to para. 4.39; 4-32 Added info. to para. 4.39;

vi-a vi-a

Rev. 1 (cont) 4-33 Added info. from pgs. 4-31 Rev. 1 (cont) 4-33 Added info. from pgs. 4-31
pg. 4-34. pg. 4-34.
pg. 4-38. pg. 4-38.
5-9 Revised para. 5.7; added new 5-9 Revised para. 5.7; added new
Fig.; relocated info. to pg. 5-10. Fig.; relocated info. to pg. 5-10.
added new Fig.; revised added new Fig.; revised
para. 5.7. para. 5.7.
5-13 Revised Fig. 5-1. 5-13 Revised Fig. 5-1.
5-29a Added pg.; added Fig. 5-34. 5-29a Added pg.; added Fig. 5-34.
5-29b Added pg.; added Fig. 5-35 5-29b Added pg.; added Fig. 5-35
from pg. 5-30. from pg. 5-30.
5-30 Relocated Fig. 5-35 to pg. 5-30 Relocated Fig. 5-35 to pg.
5-29b; added Fig. 5-36. 5-29b; added Fig. 5-36.

vi-b vi-b

Rev. 1 (cont) 5-43a Added pg.; added Fig. 5-62. Rev. 1 (cont) 5-43a Added pg.; added Fig. 5-62.
5-43b Added pg.; added Fig. 5-63 5-43b Added pg.; added Fig. 5-63
5-43b; added Fig. 5-64. 5-43b; added Fig. 5-64.
5-44a Added pg.; added Fig. 5-65 5-44a Added pg.; added Fig. 5-65
5-44b Added pg. 5-44b Added pg.
5-44a; added Fig. 5-66. 5-44a; added Fig. 5-66.
6-i Revised pg. no. 6-i Revised pg. no.
6-5 Added info. to para. 6.5. 6-5 Added info. to para. 6.5.
6-30 Added item 181; relocated 6-30 Added item 181; relocated
items 191 and 193 to pg. items 191 and 193 to pg.
6-31. 6-31.
6-31 Added items 191 and 193 6-31 Added items 191 and 193
from pg. 6-30; relocated from pg. 6-30; relocated
6-32. 6-32.
6-32 Added items 211 and 213 6-32 Added items 211 and 213
from pg. 6-31; relocated from pg. 6-31; relocated
items 223, 225, and 227 to items 223, 225, and 227 to
pg. 6-33 pg. 6-33

vi-c vi-c

Rev. 1 (cont) 6-33 Added items 223, 225, and Rev. 1 (cont) 6-33 Added items 223, 225, and
227 from pg. 6-32; revised 227 from pg. 6-32; revised
item 231; added item 232; item 231; added item 232;
relocated item 251 to pg. relocated item 251 to pg.
6-34. 6-34.
6-34 Added item 251 from pg. 6-34 Added item 251 from pg.
6-33. 6-33.
6-35 Revised item 291. 6-35 Revised item 291.
6-36 Revised items and item nos.; 6-36 Revised items and item nos.;
added items; relocated items added items; relocated items
to pg. 6-37. to pg. 6-37.
6-37 Added items from pg. 6-36; 6-37 Added items from pg. 6-36;
added items; revised item added items; revised item
nos.; relocated items to pgs. nos.; relocated items to pgs.
6-38 and 6-39. 6-38 and 6-39.
revised items and item nos.; revised items and item nos.;
to pgs. 6-39, 6-40, and 6-41. to pgs. 6-39, 6-40, and 6-41.
6-39 Added items from pgs. 6-37 6-39 Added items from pgs. 6-37
and 6-38; revised items and and 6-38; revised items and
item nos.; added items; item nos.; added items;
relocated items to pgs. 6-41 relocated items to pgs. 6-41
and 6-43. and 6-43.
revised items and item nos.; revised items and item nos.;
to pg. 6-44. to pg. 6-44.
6-41 Added items from pgs. 6-38 6-41 Added items from pgs. 6-38
and 6-39; revised items and and 6-39; revised items and
item nos.; added items; item nos.; added items;
relocated items to pg. 6-45. relocated items to pg. 6-45.
6-42 Added items; relocated items 6-42 Added items; relocated items
to pg. 6-46. to pg. 6-46.

vi-d vi-d

Rev. 1 (cont) 6-43 Added pg.; added items 425 Rev. 1 (cont) 6-43 Added pg.; added items 425
and 427; added items 497 and and 427; added items 497 and
499 from pg. 6-39. 499 from pg. 6-39.
6-44 Added pg.; added items from 6-44 Added pg.; added items from
pg. 6-40. pg. 6-40.
pg. 6-41. pg. 6-41.
pg. 6-42. pg. 6-42.
7-i Revised pg. nos. 7-i Revised pg. nos.
7-ii Revised pg. nos. 7-ii Revised pg. nos.
7-14 Added Caution. 7-14 Added Caution.
7-16a Added pg.; added para. 7-16a Added pg.; added para.
7.19 (d) from pg. 7-1.; added 7.19 (d) from pg. 7-1.; added
info. to para. 7.19. info. to para. 7.19.
para. 7.19. para. 7.19.
7-17 Relocated para. 7.19 (d) to 7-17 Relocated para. 7.19 (d) to
pg. 7-16a. pg. 7-16a.
7-28b Added pg.; added Fig. 7-22. 7-28b Added pg.; added Fig. 7-22.

vi-e vi-e

from pg. 7 39. from pg. 7 39.
7-40a; added info. to para. 7-40a; added info. to para.
7.41. 7.41.
revised para. 7.59. revised para. 7.59.

vi-f vi-f

Rev. 1 (cont) 7-48a Added pg.; added info. to Rev. 1 (cont) 7-48a Added pg.; added info. to
para. 7.59. para. 7.59.
para. 7.59. para. 7.59.
9-i Revised Supp. 1; added 9-i Revised Supp. 1; added
Supp. 2 Supp. 2
9-3 Revised entire Supplement 1. 9-3 Revised entire Supplement 1.
thru thru
9-20 9-20
9-21 Added pgs.; added 9-21 Added pgs.; added
thru Supplement 2. Paul E. Everly thru Supplement 2. Paul E. Everly
9-38 Oct. 13, 1978 9-38 Oct. 13, 1978
Rev. 2 1-4 Revised para. 1.11 and Rev. 2 1-4 Revised para. 1.11 and
761 673 footnote. 761 673 footnote.
(PR781219) 2-9 Revised para. 2.13. (PR781219) 2-9 Revised para. 2.13.
2-17 Added placard to 2-17 Added placard to
para. 2.37. para. 2.37.
2-18 Added placards to 2-18 Added placards to
para. 2.37; relocated para. 2.37; relocated
2-19 Added info. from 2-19 Added info. from
pg. 2-18; added placard pg. 2-18; added placard
to para. 2.37; relocated to para. 2.37; relocated
pg. 2-19; relocated info. pg. 2-19; relocated info.
to pg. 2-21. to pg. 2-21.
pg. 2-20. pg. 2-20.
6-14 Revised footnote. Paul E. Everly 6-14 Revised footnote. Paul E. Everly
7-45 Revised para. 7.47. Dec. 19, 1978 7-45 Revised para. 7.47. Dec. 19, 1978

vi-g vi-g

Rev. 3 1-7 Revised spelling. Rev. 3 1-7 Revised spelling.

761 673 3-28 Revised para. 3.23 info. 761 673 3-28 Revised para. 3.23 info.
(PR790201) 3-32 Revised para. 3.27, (PR790201) 3-32 Revised para. 3.27,
Emergency Oxygen System. Emergency Oxygen System.
3-32a, Added Oxygen Figures. 3-32a, Added Oxygen Figures.
3-32b 3-32b
3-33 Relocated Oxygen info. 3-33 Relocated Oxygen info.
5-9 Added Figures, relocated 5-9 Added Figures, relocated
Figure to pg. 5-10. Figure to pg. 5-10.
5-10 Added Figures. 5-10 Added Figures.
5-22 Relocated Figure 5-l9 to 5-22 Relocated Figure 5-l9 to
pg. 5-22b. pg. 5-22b.
5-22a Added pg. (added Figure 5-22a Added pg. (added Figure
5-8). 5-8).
5-22b Added pg. (added relocated 5-22b Added pg. (added relocated
Figure 5-l9 from pg. 5-22). Figure 5-l9 from pg. 5-22).
5-29 Revised Figure 5-33. 5-29 Revised Figure 5-33.
5-29a Revised Figure 5-34. 5-29a Revised Figure 5-34.
5-29b Revised Figure 5-35. 5-29b Revised Figure 5-35.
5-40a Added Long Range Power 5-40a Added Long Range Power
thru Tables. thru Tables.
5-40h 5-40h
5-44a Revised Figure 5-65. 5-44a Revised Figure 5-65.
6-1 Revised para. 6.1 info. 6-1 Revised para. 6.1 info.
6-2 Revised para. 6.1 info.; re- 6-2 Revised para. 6.1 info.; re-
located item (4) to pg. 6-3. located item (4) to pg. 6-3.
6-3 Added relocated item (4) 6-3 Added relocated item (4)

vi-h vi-h

Rev. 3 (cont) 6-22 Added relocated item 51 Rev. 3 (cont) 6-22 Added relocated item 51
6-23 Relocated item 51 to pg. 6-23 Relocated item 51 to pg.
6-22; added item 56. 6-22; added item 56.
6-31 Added items 189 and 190. 6-31 Added items 189 and 190.
7-24 Changed Caution to 7-24 Changed Caution to
Warning (Strobe lights). Warning (Strobe lights).
7-47a, Added pgs. (added Syn- 7-47a, Added pgs. (added Syn-
7-47b chrophaser info.). Paul E. Everly 7-47b chrophaser info.). Paul E. Everly
7-48b Revised Narco ELT 10 info. Feb. 1, 1979 7-48b Revised Narco ELT 10 info. Feb. 1, 1979
Rev. 4 1-4 Revised para. 1.13 (a) and (b). Rev. 4 1-4 Revised para. 1.13 (a) and (b).
761 673 1-8 Revised para. 1.19 (c). 761 673 1-8 Revised para. 1.19 (c).
(PR790828) 2-5, 2-6 Added footnote (8) to para. (PR790828) 2-5, 2-6 Added footnote (8) to para.
2.7 (d). 2.7 (d).
2-16 Revised para. 2.25 (b) and (c). 2-16 Revised para. 2.25 (b) and (c).
2-22 Added para. 2.38 Noise Level. 2-22 Added para. 2.38 Noise Level.
3-40 Deleted info. 3-40 Deleted info.
4-7 Revised and added info. to 4-7 Revised and added info. to
para. 4.5; relocated info. to para. 4.5; relocated info. to
pg. 4-8. pg. 4-8.
4-8 Added info. from pg. 4-7; re 4-8 Added info. from pg. 4-7; re
located info. to pg. 4-9. located info. to pg. 4-9.
4-9 Added info. from pg. 4-8. 4-9 Added info. from pg. 4-8.
5-9,5-10 Revised List of Figures. 5-9,5-10 Revised List of Figures.
5-22 Added Figure 5-18 from pg. 5-22 Added Figure 5-18 from pg.
5-22a. 5-22a.

vi-i vi-i

Rev. 4 (cont) 5-22a Relocated Figure 5-18; added Rev. 4 (cont) 5-22a Relocated Figure 5-18; added
Figure 5-18a. Figure 5-18a.
5-22c Added pg., (added Figure 5-22c Added pg., (added Figure
5-20). 5-20).
5-22d Added pg. (added Figure 5-22d Added pg. (added Figure
5-21 from pg. 5-23). 5-21 from pg. 5-23).
5-23 Relocated Figure 5-21 to pg. 5-23 Relocated Figure 5-21 to pg.
5-22d; added Figure 5-22. 5-22d; added Figure 5-22.
5-30a Added pg., (added Figure 5-30a Added pg., (added Figure
5-37 from pg. 5-31). 5-37 from pg. 5-31).
5-30b Added pg., (added Figure 5-30b Added pg., (added Figure
5-38). 5-38).
5-31 Added Figure 5-39 from pg. 5-31 Added Figure 5-39 from pg.
5-32. 5-32.
5-32 Relocated Figure 5-39 to pg. 5-32 Relocated Figure 5-39 to pg.
5-31. 5-31.
6-i Revised index. 6-i Revised index.
6-32 Added item 203; relocated 6-32 Added item 203; relocated
6-32a. 6-32a.
6-32a Added pg.; (added items 215 6-32a Added pg.; (added items 215
and 217 from pg. 6-32). and 217 from pg. 6-32).
6-32b Added pg.; (added items 223, 6-32b Added pg.; (added items 223,
225, 227, 229, 231, 232, 233 225, 227, 229, 231, 232, 233
and 235 from pg. 6-33). and 235 from pg. 6-33).
6-33 Relocated items 223, 225, 227, 6-33 Relocated items 223, 225, 227,
229, 231, 232, 233 and 235 to 229, 231, 232, 233 and 235 to
pg. 6-32b; added items 251, pg. 6-32b; added items 251,
253, 255, 257, 259 and 261 253, 255, 257, 259 and 261
from pg. 6-34, added item from pg. 6-34, added item
260. 260.

vi-j vi-j

Rev. 4(cont) 6-34 Relocated items 251, 253, 255, Rev. 4(cont) 6-34 Relocated items 251, 253, 255,
257, 259 and 261 to pg. 6-33; 257, 259 and 261 to pg. 6-33;
added items 267 and 291 added items 267 and 291
6-35 Relocated items 267 and 291 6-35 Relocated items 267 and 291
to pg. 6-34; added and revised to pg. 6-34; added and revised
items 321, 323, 331 and 333 items 321, 323, 331 and 333
6-36 Relocated items 321, 323, 331 6-36 Relocated items 321, 323, 331
and 333 to pg. 6-35; added and 333 to pg. 6-35; added
and revised items 339, 341, and revised items 339, 341,
and 343 from pg. 6-37; and 343 from pg. 6-37;
revised items 335 and 337. revised items 335 and 337.
6-37 Relocated items 339, 341 and 6-37 Relocated items 339, 341 and
343 to pg. 6-36; added items 343 to pg. 6-36; added items
351, 353 and 355; revised 351, 353 and 355; revised
items 349 and 351. items 349 and 351.
6-38 Relocated items 351, 353 and 6-38 Relocated items 351, 353 and
355 to pg. 6-37; added item 355 to pg. 6-37; added item
365; revised items 357, 359, 365; revised items 357, 359,
363 and 365. 363 and 365.
6-39 Relocated item 365 to pg. 6-39 Relocated item 365 to pg.
6-38. 6-38.
6-42 Revised item 417 and 421; 6-42 Revised item 417 and 421;
relocated item 423 to pg. relocated item 423 to pg.
6-43. 6-43.
6-43 Added item 423 from pg. 6-43 Added item 423 from pg.
6-42. 6-42.
6-46 Added item 539. 6-46 Added item 539.
revised info. to para. 7.5; revised info. to para. 7.5;

vi-k vi-k

Rev. 4(cont) 7-5 Added info from pg. 7-3; Rev. 4(cont) 7-5 Added info from pg. 7-3;
added info. to para. 7.5; added info. to para. 7.5;
7-22 Revised Figure 7-15. Paul E. Everly 7-22 Revised Figure 7-15. Paul E. Everly
7-47b Revised para. 7.58. Aug. 28, 1979 7-47b Revised para. 7.58. Aug. 28, 1979
Rev. 5 4-i Added para. and pg. no. Rev. 5 4-i Added para. and pg. no.
761 673 4-40 Added page (added para. Paul . Everly 761 673 4-40 Added page (added para. Paul . Everly
(PR791016) 4.49). Oct. 16, 1979 (PR791016) 4.49). Oct. 16, 1979
Rev. 6 6-32b Added item 237. Rev. 6 6-32b Added item 237.
761 673 Paul E. Everly 761 673 Paul E. Everly
(PR800109) Jan. 9, 1980 (PR800109) Jan. 9, 1980
Rev. 7 1-6 Deleted item; added item; Rev. 7 1-6 Deleted item; added item;
761 673 moved info. to pg. 1-7. 761 673 moved info. to pg. 1-7.
(PR800131) 1-7 Added info. from pg. 1-6; (PR800131) 1-7 Added info. from pg. 1-6;
moved info. to pg. 1-8. moved info. to pg. 1-8.
moved info. to pg. 1-9; moved info. to pg. 1-9;
added item; revised item. added item; revised item.
2-i Added para. 2.41; revised 2-i Added para. 2.41; revised
para. no. para. no.
2-5 Revised para. 2.7 (d). 2-5 Revised para. 2.7 (d).
added info. from pg. 2-15. added info. from pg. 2-15.

vi-l vi-l

Rev. 7(cont) 2-15 Relocated info. to pg. 2-14; Rev. 7(cont) 2-15 Relocated info. to pg. 2-14;
added into. from pg. 2-16; added into. from pg. 2-16;
added new item (h); revised added new item (h); revised
item no.; revised new item item no.; revised new item
(i). (i).
2-16 Moved info. to pg. 2-15; 2-16 Moved info. to pg. 2-15;
2-19 Added placard; revised 2-19 Added placard; revised
placard. placard.
2-21 Added placard; revised 2-21 Added placard; revised
placard; moved info to pg. placard; moved info to pg.
2-22. 2-22.
added para. 2.41; revised added para. 2.41; revised
para. no. para. no.
3-4 Revised airspeed. 3-4 Revised airspeed.
3-14 Revised procedure. 3-14 Revised procedure.
3-20 Revised airspeed. 3-20 Revised airspeed.
4-i Changed page nos. 4-i Changed page nos.
4-7, 4-8 Revised procedure. 4-7, 4-8 Revised procedure.
4-31b Revised serial effectivity. 4-31b Revised serial effectivity.
4-32a, Added pages; added section 4-32a, Added pages; added section
thru to para. 4.39. thru to para. 4.39.
4-32d 4-32d
4-34a Added page; added info. to 4-34a Added page; added info. to
para. 4.41. para. 4.41.
4-34b Added page. 4-34b Added page.

vi-m vi-m

Rev. 7(cont) 6-24 Added new items 77 and 79; Rev. 7(cont) 6-24 Added new items 77 and 79;
moved renumbered items to moved renumbered items to
pg. 6-24a. pg. 6-24a.
6-24a Added page; added items 6-24a Added page; added items
7-30, Revised para. 7.27. 7-30, Revised para. 7.27.
7-31 7-31
7-41 Added serial no. to para. 7-41 Added serial no. to para.
7.41. 7.41.
7-41a Added page; added Figure 7-41a Added page; added Figure
7-30a. 7-30a.
7-41b Added page; added section 7-41b Added page; added section
to para. 7.41. to para. 7.41.
7-46 Revised footnote. 7-46 Revised footnote.
8-2, 8-3 Revised para. 8.3. 8-2, 8-3 Revised para. 8.3.
9-i Added Supplement 3 and 4; 9-i Added Supplement 3 and 4;
revised serial effectivity. revised serial effectivity.
9-21 Revised serial effectivity. 9-21 Revised serial effectivity.
9-39 Added pages (Supplement 3). 9-39 Added pages (Supplement 3).
thru Paul E. Everly thru Paul E. Everly
9-56 Added pages (Supplement 4). Jan. 31, 1980 9-56 Added pages (Supplement 4). Jan. 31, 1980
thru thru
9-74 9-74

vi-n vi-n

Rev. 8 1-4 Revised para. 1.13. Rev. 8 1-4 Revised para. 1.13.
761 673 2-1, 2-2 Revised para. 2.3. 761 673 2-1, 2-2 Revised para. 2.3.
( PR800828) 2-3 Revised fig. 2-1. ( PR800828) 2-3 Revised fig. 2-1.
2-3a New page 2-3a New page
2-3b New page; added fig. 2-1a 2-3b New page; added fig. 2-1a
2-7 Revised note. 2-7 Revised note.
2-14 Revised para. 2.23 (c) (6). 2-14 Revised para. 2.23 (c) (6).
2-15 Added to para. 2.23 (f) (9). 2-15 Added to para. 2.23 (f) (9).
thru thru
2-22 2-22
3-i, 3-ii Renumbered pages. 3-i, 3-ii Renumbered pages.
3-2, 3-5 Revised procedures; added 3-2, 3-5 Revised procedures; added
thru info. thru info.
3-8 3-8
3-10, Added and revised 3-10, Added and revised
3-10a, procedure; relocated info; 3-10a, procedure; relocated info;
3-10b added pgs. 3-10b added pgs.
3 11 Relocated info; added info. 3 11 Relocated info; added info.
3-25 Revised para. 3.11; 3-25 Revised para. 3.11;
relocated info. relocated info.
3-26, Added and relocated info. 3-26, Added and relocated info.
3-27 3-27
3-27a, Added new pages; 3-27a, Added new pages;
3-27b para. 3.23 revision. 3-27b para. 3.23 revision.
3-28, Continue para. 3.23 revision. 3-28, Continue para. 3.23 revision.
3-29 3-29
4-3, 4-4 Revised procedure. 4-3, 4-4 Revised procedure.
4-8 Added info. 4-8 Added info.

vi-o vi-o

Rev. 8(cont) 4-9 Relocated and revised Rev. 8(cont) 4-9 Relocated and revised
thru procedures. thru procedures.
4-12 4-12
4-13a, Added pgs. (added info. to 4-13a, Added pgs. (added info. to
4-13b para. 4.9) 4-13b para. 4.9)
4-14 Revised para. 4.9; added info. 4-14 Revised para. 4.9; added info.
4-15 Relocated info. to pg. 4-14. 4-15 Relocated info. to pg. 4-14.
4-23 Relocated info. from pg. 4-23 Relocated info. from pg.
4-22. 4-22.
4-34 New page: cont. para. 4.41. 4-34 New page: cont. para. 4.41.
5-10 Corrected fig. no. 5-10 Corrected fig. no.
5-14 Revised fig. 5-3. 5-14 Revised fig. 5-3.
5-22a Revised fig. 5-18a. 5-22a Revised fig. 5-18a.
5-29b Revised fig. 5-35. 5-29b Revised fig. 5-35.
5-42a Added page and fig. 5-59a. 5-42a Added page and fig. 5-59a.
5-43a Revised fig. 5-62. 5-43a Revised fig. 5-62.
6-i Revised page numbers. 6-i Revised page numbers.
6-24 Added item 61; revised item 6-24 Added item 61; revised item
71; moved item 79 to 71; moved item 79 to
pg. 6-24a. pg. 6-24a.
REPORT: VB-2124 REPORT: VB-2124

vi-p vi-p

Rev. 8 (cont) 6-24a Relocated item 79 from pg. Rev. 8 (cont) 6-24a Relocated item 79 from pg.
6-24; added item 82; moved 6-24; added item 82; moved
items 85 and 87 to pg. 6-24b. items 85 and 87 to pg. 6-24b.
6-24b Added item 84; relocated 6-24b Added item 84; relocated
items 85 and 87; added item items 85 and 87; added item
89; relocated item 91 from 89; relocated item 91 from
pg. 6-25. pg. 6-25.
6-25 Moved item 91 to pg. 6-24b; 6-25 Moved item 91 to pg. 6-24b;
revised item 91. revised item 91.
6-28 Added item 138; revised item 6-28 Added item 138; revised item
139; 143 and 145 to 139; 143 and 145 to
pg. 6-29. pg. 6-29.
6-29 Relocated items 143 to 145 6-29 Relocated items 143 to 145
from pg. 6-28; moved items from pg. 6-28; moved items
167 thru 175 to pg. 6-30; 167 thru 175 to pg. 6-30;
added item 166. added item 166.
6-30 Relocated item 167 thru 175 6-30 Relocated item 167 thru 175
from pg. 6-29; moved item from pg. 6-29; moved item
181 to pg. 6-31. 181 to pg. 6-31.
6-31 Relocated item 181 from pg. 6-31 Relocated item 181 from pg.
6-30; moved items 193 and 6-30; moved items 193 and
201 to pg. 6-32. 201 to pg. 6-32.
from pg. 6-31; added item from pg. 6-31; added item
202; moved items 211 and 202; moved items 211 and
213 to pg. 6-32a. 213 to pg. 6-32a.
6-32a Relocated items 211 and 213 6-32a Relocated items 211 and 213
6-32b Revised item 229; moved 6-32b Revised item 229; moved
item 237 to pg. 6-33. item 237 to pg. 6-33.
6-33 Relocated, revised item 237; 6-33 Relocated, revised item 237;
moved items 260 and 261; moved items 260 and 261;
to pg. 6-34. to pg. 6-34.
6-34 Relocated items from pg. 6-34 Relocated items from pg.
6-33; revised item 260; added 6-33; revised item 260; added
item 269; moved items item 269; moved items
291 and 293 to pg. 6-35. 291 and 293 to pg. 6-35.

vi-q vi-q

Rev. 8(cont) 6-35 Relocated items 291 and 293 Rev. 8(cont) 6-35 Relocated items 291 and 293
323 thru 333 to pg. 6-36. 323 thru 333 to pg. 6-36.
6-36 Relocated items 323 thru 333 6-36 Relocated items 323 thru 333
from pg. 6-37; revised item from pg. 6-37; revised item
363; moved item 365 to 363; moved item 365 to
pg. 6-39. pg. 6-39.
6-39 Relocated item 365 from 6-39 Relocated item 365 from
pg. 6-38; added item 366 and pg. 6-38; added item 366 and
372; moved item 375 thru 372; moved item 375 thru
379 to pg. 6-40. 379 to pg. 6-40.
419 and 421 to pg. 6-43. 419 and 421 to pg. 6-43.
497 and 499 to pg. 6-44. 497 and 499 to pg. 6-44.
513 to pg. 6-45. 513 to pg. 6-45.
6-45 Relocated item 513 from 6-45 Relocated item 513 from
pg. 6-44. pg. 6-44.

vi-r vi-r

Rev. 8 (cont) 7-i, 7-ii Changed pg. no; added Rev. 8 (cont) 7-i, 7-ii Changed pg. no; added
para. numbers para. numbers
7-21 Added serial number to 7-21 Added serial number to
para. 7.23. para. 7.23.
7-24 7-24
7-24a, New page, added serial 7-24a, New page, added serial
number, added info. to number, added info. to
para. 7.23. para. 7.23.
7-24b New page, added fig. 7-15a. 7-24b New page, added fig. 7-15a.
7-24c, New pages, added info. to 7-24c, New pages, added info. to
7-24d para. 7.23. 7-24d para. 7.23.
7-25a New page, added fig. 7-17a. 7-25a New page, added fig. 7-17a.
7-25b New page, added fig. 7.18. 7-25b New page, added fig. 7.18.
7-26a New page, added fig 7-19a. 7-26a New page, added fig 7-19a.
7-26b New page. 7-26b New page.
7-28b Revised fig. 7-22. 7-28b Revised fig. 7-22.
7-28c Revised fig. 7-22 (cont). 7-28c Revised fig. 7-22 (cont).
7-28d New page, added fig. 7-22a. 7-28d New page, added fig. 7-22a.
7-29 Added fig. 7-22a (cont). 7-29 Added fig. 7-22a (cont).
7-31 7-31
7-35 Revised fig. 7-25; moved 7-35 Revised fig. 7-25; moved
7-36 Added info from pg. 7-35; 7-36 Added info from pg. 7-35;
moved para. 7.37 to pg. 7-36a. moved para. 7.37 to pg. 7-36a.
7-36a Added page, relocated 7-36a Added page, relocated
para. 7.37 from pg. 7-36. para. 7.37 from pg. 7-36.
7-52 Revised para. 7.69; moved 7-52 Revised para. 7.69; moved
para. 7.71 to pg. 7-53 para. 7.71 to pg. 7-53

vi-s vi-s

Rev.8 (cont) 7-53 Relocated para. 7.71 from Rev.8 (cont) 7-53 Relocated para. 7.71 from
pg. 7-52; moved para. 7.77 to pg. 7-52; moved para. 7.77 to
pg. 7-55. pg. 7-55.
7-55 Relocated para. 7.77 from 7-55 Relocated para. 7.77 from
pg. 7-56. pg. 7-56.
7-56 Relocated para. 7.83 from 7-56 Relocated para. 7.83 from
pg. 7-57. pg. 7-57.
7-57 New page; relocated para. 7.85 7-57 New page; relocated para. 7.85
from pg. 7-57; added from pg. 7-57; added
para. 7.87 para. 7.87
9-i Added Supplement 5 and 6. 9-i Added Supplement 5 and 6.
9-75, Added Supplement 5 9-75, Added Supplement 5
9-76 (Auxiliary Heat System). 9-76 (Auxiliary Heat System).
9-77, Added Supplement 6 Paul E. Everly 9-77, Added Supplement 6 Paul E. Everly
9-78 (Auto - Ignition System). Aug. 28, 1980 9-78 (Auto - Ignition System). Aug. 28, 1980
761 673 3-2 Revised Engine Securing 761 673 3-2 Revised Engine Securing
(PR801114) Procedures. (PR801114) Procedures.
3-5 Revised Single Engine Go- 3-5 Revised Single Engine Go-
around; Air Starting - Starter around; Air Starting - Starter
Assist. Assist.
3-10a Corrected page heading; 3-10a Corrected page heading;
revised Dual Generator Fail- revised Dual Generator Fail-
ure (S/N 31T-8104001 and ure (S/N 31T-8104001 and
up). up).
3-10b Corrected page heading. 3-10b Corrected page heading.
3-12 Revised Electrical Fires. 3-12 Revised Electrical Fires.
3-14 Revised Gear Up Landing. 3-14 Revised Gear Up Landing.
3-21 Revised single engine go 3-21 Revised single engine go
around. around.
4-34 Added manual operation. 4-34 Added manual operation.

vi-t vi-t

Rev. 9(cont) 6-33 Corrected heading, moved Rev. 9(cont) 6-33 Corrected heading, moved
item 259 to pg. 6-34. item 259 to pg. 6-34.
6-33. 6-33.
6-36 Added item 325; moved item 6-36 Added item 325; moved item
337 to pg. 6-37. 337 to pg. 6-37.
6-36; added item 346; moved 6-36; added item 346; moved
6-37b. 6-37b.
6-37a New page. 6-37a New page.
6-37b Relocated items 347 and 349 6-37b Relocated items 347 and 349
6-38 Revised item 359: renum- 6-38 Revised item 359: renum-
bered item. bered item.
6-39 Renumbered item; added 6-39 Renumbered item; added
items 364 and 365; moved items 364 and 365; moved
items 372 and 373 to pg. 6-40. items 372 and 373 to pg. 6-40.
387 to pg. 6-41. 387 to pg. 6-41.
6-40; moved item 401 to pg. 6-40; moved item 401 to pg.
6-42. 6-42.
6-41; moved item 417 to pg. 6-41; moved item 417 to pg.
6-43. 6-43.
6-42. 6-42.
6-43a New page. 6-43a New page.
6-43b New page; added items 429, 6-43b New page; added items 429,
431, 435 and 437. 431, 435 and 437.

vi-u vi-u

Rev. 9(cont) 7-24c Added info. Rev. 9(cont) 7-24c Added info.
7-26a Revised fig. 7-19a. 7-26a Revised fig. 7-19a.
9-48 Revised b (3). 9-48 Revised b (3).
9-51, Corrected typo. 9-51, Corrected typo.
9-69 9-69
9-77 Added info. to Section 2 (b). Paul E. Everly 9-77 Added info. to Section 2 (b). Paul E. Everly
9-78 Added info. to Section 4 (c). Nov. 14, 1980 9-78 Added info. to Section 4 (c). Nov. 14, 1980
Rev. 10 ii Revised Warning. Rev. 10 ii Revised Warning.

761 673 1-4 Revised para. 1.9 (b). 761 673 1-4 Revised para. 1.9 (b).
(PR810213) 2-7 Revised para. 2.7 (g). (PR810213) 2-7 Revised para. 2.7 (g).
3-10 Revised Emergency Proce- 3-10 Revised Emergency Proce-
dure checklist. dure checklist.
5-9 Revised List of Figures; re- 5-9 Revised List of Figures; re-
located Figures 5-37 thru located Figures 5-37 thru
5-39 to pg. 5-10. 5-39 to pg. 5-10.
5-10 Added Figures 5-37 thru 5-10 Added Figures 5-37 thru
5-39 from pg. 5-9. 5-39 from pg. 5-9.
5-22d Relocated Figure 5-21 to new 5-22d Relocated Figure 5-21 to new
pg. 5-22f and renumbered pg. 5-22f and renumbered
figure; added new Figure figure; added new Figure
5-21. 5-21.
5-22e Added pg.; added new 5-22e Added pg.; added new
Figure 5-21a. Figure 5-21a.
5-22f Added pg.; added Figure 5-22f Added pg.; added Figure
5-21 from pg. 5-22d and re- 5-21 from pg. 5-22d and re-
numbered figure. numbered figure.
6-47 Added pg.; added new item 6-47 Added pg.; added new item
543. 543.
7-i, Revised Table of Contents. 7-i, Revised Table of Contents.
7-ii 7-ii
7-36a Changed Note to Caution. 7-36a Changed Note to Caution.
7-45a Added pg.; added new para. 7-45a Added pg.; added new para.
7.48. 7.48.

vi-v vi-v

Rev. 10 7-45b Added pg.; added new Rev. 10 7-45b Added pg.; added new
(cont) Figure 7-32. (cont) Figure 7-32.
8-12 Revised para. 8.21, (a), (b). 8-12 Revised para. 8.21, (a), (b).
9-i Revised Table of Contents. 9-i Revised Table of Contents.
9-39, Added ending serial numbers 9-39, Added ending serial numbers
9-57 to serial number effectivity. 9-57 to serial number effectivity.
9-75 Relocated Supplement 5 to 9-75 Relocated Supplement 5 to
pg. 9-115 and revised supple- pg. 9-115 and revised supple-
ment number; added new ment number; added new
Supplement 5 (King KFC Supplement 5 (King KFC
250 Flight Control System). 250 Flight Control System).
9-76 Relocated supplement info. 9-76 Relocated supplement info.
to pg. 9-116; added new to pg. 9-116; added new
Supplement 5 info. Supplement 5 info.
9-77 Relocated Supplement 6 to 9-77 Relocated Supplement 6 to
pg. 9-117 and revised supple- pg. 9-117 and revised supple-
ment number; added new ment number; added new
9-78 Relocated supplement info. 9-78 Relocated supplement info.
to pg. 9-118; added new to pg. 9-118; added new
9-79 Added pgs.; added new 9-79 Added pgs.; added new
thru Supplement 5 info. thru Supplement 5 info.
9-94 9-94
9-95 Added pgs.; added new 9-95 Added pgs.; added new
thru Supplement 6 (King KFC thru Supplement 6 (King KFC
9-114 250 Flight Control System 9-114 250 Flight Control System
With Three Inch Flight With Three Inch Flight
Command Indicators). Command Indicators).
9-115 Added pgs.; added and re- 9-115 Added pgs.; added and re-
thru numbered Supplement 7 thru numbered Supplement 7
9-116 (Auxiliary Heat System) 9-116 (Auxiliary Heat System)
from pgs. 9-75 and 9-76. from pgs. 9-75 and 9-76.
9-117 Added pgs.; added and re- 9-117 Added pgs.; added and re-
thru numbered Supplement 8 thru numbered Supplement 8
9-118 (Auto-Ignition System) 9-118 (Auto-Ignition System)
from pgs. 9-77 and 9-78. Paul E. Everly from pgs. 9-77 and 9-78. Paul E. Everly
Feb. 13, 1981 Feb. 13, 1981
vi-w vi-w

Rev. 11 1-i Revised Table of Contents. Rev. 11 1-i Revised Table of Contents.
(PR810930) 1-4 Relocated para. 1.17 to (PR810930) 1-4 Relocated para. 1.17 to
pg. 1-4a; added para. 1.15 (c). pg. 1-4a; added para. 1.15 (c).
1-4a Added pg.; added para. 1.17 1-4a Added pg.; added para. 1.17
added revised info. from added revised info. from
pg. 2-1. pg. 2-1.
2-3 Relocated Fig. 2-1 to 2-3 Relocated Fig. 2-1 to
pg. 2-3a; added info. from pg. 2-3a; added info. from
pg. 2-2. pg. 2-2.
2-3a Added revised Fig. 2-1 from 2-3a Added revised Fig. 2-1 from
pg. 2-3. pg. 2-3.
2-3b Revised Fig. 2-1a. 2-3b Revised Fig. 2-1a.
2-7 Revised para. 2.7 (e) sentence 2-7 Revised para. 2.7 (e) sentence
structure, revised Note. structure, revised Note.
2-16 Added para. 2.35 from 2-16 Added para. 2.35 from
pg. 2-17. pg. 2-17.
2-17 Relocated para. 2.35 to 2-17 Relocated para. 2.35 to
pg. 2-16; revised placards. pg. 2-16; revised placards.
2-21 Removed placard; added new 2-21 Removed placard; added new
placard. placard.
2-22 Relocated para’s. 2.39 and 2-22 Relocated para’s. 2.39 and
2.41 to pg. 2-23; removed 2.41 to pg. 2-23; removed
placard; added new placard; added new
placards. placards.
2-23 Added pg.; added para’s. 2-23 Added pg.; added para’s.
2.39 and 2.41 from pg. 2-22. 2.39 and 2.41 from pg. 2-22.
revised checklist. revised checklist.
3-14 Relocated info.to pg. 3-13: 3-14 Relocated info.to pg. 3-13:
added Warning. added Warning.

vi-x vi-x

(cont) 3-35 Added Warning to para. 3.35; (cont) 3-35 Added Warning to para. 3.35;
revised sentence structure in revised sentence structure in
para. 3.37. para. 3.37.
revised info. revised info.
4-2 Relocated para. 4.3 info. to 4-2 Relocated para. 4.3 info. to
pg. 4-2a; revised info. pg. 4-2a; revised info.
pg. 4-2. pg. 4-2.
4-5 Revised checklist. 4-5 Revised checklist.
4-6 Revised Warning; revised 4-6 Revised Warning; revised
checklist. checklist.
4-17 Revised sentence structure; 4-17 Revised sentence structure;
added cargo door info. added cargo door info.
4-18 Revised info.; revised 4-18 Revised info.; revised
Warning. Warning.
revised Table of Contents. revised Table of Contents.
5-32a Added pgs.; added 1900 5-32a Added pgs.; added 1900
thru RPM Maximum Cruise thru RPM Maximum Cruise
5-32h Power tables. 5-32h Power tables.
5-33 Revised Fig. nos. 5-33 Revised Fig. nos.
thru thru
5-39 5-39
5-40a Deleted 2000 RPM Long 5-40a Deleted 2000 RPM Long
thru Range Power tables; added thru Range Power tables; added
5-40h 1900 RPM Long Range 5-40h 1900 RPM Long Range
Power tables. Power tables.
5-42a Revised Fig. 5-59a. 5-42a Revised Fig. 5-59a.
5-43b Revised Fig. 5-63. 5-43b Revised Fig. 5-63.

vi-y vi-y

Rev. 11 5-44a Revised Fig. 5-65. Rev. 11 5-44a Revised Fig. 5-65.
(cont) 5-45 Revised Fig. 5-66. (cont) 5-45 Revised Fig. 5-66.
6-23 Relocated item 59 to pg. 6-24; 6-23 Relocated item 59 to pg. 6-24;
added new item 54. added new item 54.
6-24 Deleted item 61; added item 6-24 Deleted item 61; added item
59 from pg. 623; revised 59 from pg. 623; revised
6-32a Renumbered items 211 6-32a Renumbered items 211
thru 217; added new items thru 217; added new items
215 and 217. 215 and 217.
6-32b Relocated item 235 to 6-32b Relocated item 235 to
pg. 6-33; revised items 225, pg. 6-33; revised items 225,
227 and 233; added new 227 and 233; added new
item 234. item 234.
to pg. 6-34; added item 235 to pg. 6-34; added item 235
from pg. 6-32b. from pg. 6-32b.
to pg. 6-35; added items 255 to pg. 6-35; added items 255
and 257 from pg. 6-33; revised and 257 from pg. 6-33; revised
item 261; renumbered items. item 261; renumbered items.
to pg. 6-36; relocated item 321 to pg. 6-36; relocated item 321
to pg. 6-37; added renum- to pg. 6-37; added renum-
bered items 265 thru 271 bered items 265 thru 271
to pg. 6-37; relocated items to pg. 6-37; relocated items
331 thru 335 to pg. 6-37a; 331 thru 335 to pg. 6-37a;
added items 291 and 293 added items 291 and 293
from pg. 6-35; added new from pg. 6-35; added new
vi-z vi-z

Rev. 11 6-37 Relocated items 337 thru 346 Rev. 11 6-37 Relocated items 337 thru 346
(cont) to pg. 6-37b; added revised (cont) to pg. 6-37b; added revised
item 321 from pg. 6-35; added item 321 from pg. 6-35; added
revised items 323 thru 325 revised items 323 thru 325
6-37a Added new items 327 and 6-37a Added new items 327 and
336; added item 331 and 336; added item 331 and
revised items 333 and 335 revised items 333 and 335
6-37b Relocated items 347 and 349 6-37b Relocated items 347 and 349
thru 346 from pg. 6-37; thru 346 from pg. 6-37;
and revised item 349 from and revised item 349 from
pg. 6-37b; revised items 357 pg. 6-37b; revised items 357
and 359. and 359.
and revised item 362 from and revised item 362 from
pg. 6-38. pg. 6-38.
to pg. 6-41; added items to pg. 6-41; added items
367 thru 371 from pg. 6-39. 367 thru 371 from pg. 6-39.
thru 385 from pg. 6-40. thru 385 from pg. 6-40.
to pg. 6-43a and items 426 and to pg. 6-43a and items 426 and
427 to pg. 6-43b; added items 427 to pg. 6-43b; added items
407 thru 415 from pg. 6-42; 407 thru 415 from pg. 6-42;
added new items 414 and 416. added new items 414 and 416.

vi-aa vi-aa

Rev. 11 6-43a Added items 417 thru 425 Rev. 11 6-43a Added items 417 thru 425
(cont) from pg. 6-43; revised item (cont) from pg. 6-43; revised item
417; added new item 424. 417; added new item 424.
6-43b Added items 426 and 427 6-43b Added items 426 and 427
from pg. 6-43; revised items from pg. 6-43; revised items
431 and 437; added new 431 and 437; added new
item 439. item 439.
6-43c Added pg.; added new items 6-43c Added pg.; added new items
441 thru 449. 441 thru 449.
6-43d Added pg.; added new items 6-43d Added pg.; added new items
451 thru 459. 451 thru 459.
6-43e Added pg.; added new items 6-43e Added pg.; added new items
461 thru 469. 461 thru 469.
6-43f Added pg. 6-43f Added pg.
to pg. 6-46; revised item 503; to pg. 6-46; revised item 503;
renumbered item 507; added renumbered item 507; added
new item 507. new item 507.
to pg. 6-46 and items 517 thru to pg. 6-46 and items 517 thru
525 to pg. 6-47; added new 525 to pg. 6-47; added new
6-46 Relocated item 527 to 6-46 Relocated item 527 to
pg. 6-47; relocated items 529 pg. 6-47; relocated items 529
thru 539 to pg. 6-48; relo- thru 539 to pg. 6-48; relo-
cated item 541 to pg. 6-49; cated item 541 to pg. 6-49;
added revised item 509 from added revised item 509 from
pg. 6-44 and renumbered pg. 6-44 and renumbered
item; added item 511 from item; added item 511 from
pg. 6-44; added revised item pg. 6-44; added revised item
513 from pg. 6-45; added 513 from pg. 6-45; added
item 515 from pg. 6-45. item 515 from pg. 6-45.

vi-ab vi-ab

Rev. 11 6-47 Relocated item 543 to Rev. 11 6-47 Relocated item 543 to
(cont) pg. 6-49; added items 517 and (cont) pg. 6-49; added items 517 and
519 from pg. 6-45; added 519 from pg. 6-45; added
revised item 521 from revised item 521 from
pg. 6-45; added items 523 and pg. 6-45; added items 523 and
525 from pg. 6-45; added item 525 from pg. 6-45; added item
527 from pg. 6-46. 527 from pg. 6-46.
6-48 Added pg.; added items 529 6-48 Added pg.; added items 529
6-49 Added pg.; added revised 6-49 Added pg.; added revised
item 541 from pg. 6-46; added item 541 from pg. 6-46; added
revised item 543 from revised item 543 from
pg. 6-47; added new items pg. 6-47; added new items
545 thru 553. 545 thru 553.
7-5, Revised sentence structure. 7-5, Revised sentence structure.
7-8 7-8
added new info. added new info.
7-16 Relocated info. to pg. 7-16a; 7-16 Relocated info. to pg. 7-16a;
7-16a Relocated info. to pg. 7-16b; 7-16a Relocated info. to pg. 7-16b;
7-16b Added info. from pg. 7-16a. 7-16b Added info. from pg. 7-16a.
7-17 Added new para. 7.21 info. 7-17 Added new para. 7.21 info.
7-28d Revised Fig. 7-22a. 7-28d Revised Fig. 7-22a.
7-29 Revised Fig. 7-22a (cont). 7-29 Revised Fig. 7-22a (cont).
7-36a, Revised para. 7.37 info. 7-36a, Revised para. 7.37 info.
7-36b 7-36b
7-44 Relocated para. 7.45 to 7-44 Relocated para. 7.45 to
pg. 7-44a; added para. 7.43 pg. 7-44a; added para. 7.43
info. info.

vi-ac vi-ac

Rev. 11 7-44a Added pg.; added para. 7.45 Rev. 11 7-44a Added pg.; added para. 7.45
(cont) from pg. 7-44; added para. (cont) from pg. 7-44; added para.
7.43 info. 7.43 info.
9-4 Revised info. 9-4 Revised info.
9-5 Deleted item (b); revised 9-5 Deleted item (b); revised
items (d) and (f); revised items (d) and (f); revised
item letters. item letters.
9-6 Revised item (a), (a) (1), 9-6 Revised item (a), (a) (1),
(a) (2), and (c). (a) (2), and (c).
9-7 Revised Caution. 9-7 Revised Caution.
9-8 Deleted Warning. 9-8 Deleted Warning.
9-9 Revised item (d) info. 9-9 Revised item (d) info.
9-10 Revised Note. 9-10 Revised Note.
9-12 Added new item (4); deleted 9-12 Added new item (4); deleted
old item (7), renumbered old item (7), renumbered
items; revised info. items; revised info.
9-13 Revised item (a) (3). 9-13 Revised item (a) (3).
9-14 Revised item (b). 9-14 Revised item (b).
9-18 Revised item (k). 9-18 Revised item (k).
9-19 Revised item (n) (4); deleted 9-19 Revised item (n) (4); deleted
Note; revised Caution. Note; revised Caution.
9-20 Revised items (o) and (p). 9-20 Revised items (o) and (p).
item (d); added new item (i); item (d); added new item (i);
revised item letters. revised item letters.
9-24 Revised items (a), (a) (1), 9-24 Revised items (a), (a) (1),
(a) (2), (a) (5) and (c). (a) (2), (a) (5) and (c).
9-26 Deleted old item (c); revised 9-26 Deleted old item (c); revised
item letter. item letter.
9-27 Revised item letter and info. 9-27 Revised item letter and info.
9-28 Revised item letter and Note. 9-28 Revised item letter and Note.
9-30 Revised items (b) (4) and (c). 9-30 Revised items (b) (4) and (c).

vi-ad vi-ad

Rev. 11 9-31 Revised items (a) (3). Rev. 11 9-31 Revised items (a) (3).
(cont) 9-32 Revised item (b). (cont) 9-32 Revised item (b).
9-33 Revised item (d). 9-33 Revised item (d).
item (d) and (f); added new item (d) and (f); added new
item (h); revised item letters. item (h); revised item letters.
(a) (2), (a) (5) and (c). (a) (2), (a) (5) and (c).
item letter. item letter.
9-48 Revised items (b) (4) and (c). 9-48 Revised items (b) (4) and (c).
9-49 Revised item (a) (3). 9-49 Revised item (a) (3).
9-55 Revised item (n) (4) and 9-55 Revised item (n) (4) and
(n) (8) b. (n) (8) b.
9-59 Deleted item (b); revised items 9-59 Deleted item (b); revised items
(d) and (f); added new item (d) and (f); added new item
(h); revised item letters. (h); revised item letters.
(a) (2), (a) (5) and (c). (a) (2), (a) (5) and (c).
item letters. item letters.
9-65 Revised Note and item (a). 9-65 Revised Note and item (a).

vi-ae vi-ae

Rev. 11 9-66 Revised items (b) (3), (b) (4), Rev. 11 9-66 Revised items (b) (3), (b) (4),
(cont) and (c). (cont) and (c).
9-67 Revised item (e) and (a) (3). 9-67 Revised item (e) and (a) (3).
9-74 Revised item (o) and (p). 9-74 Revised item (o) and (p).
9-102 Revised Note. 9-102 Revised Note.
9-115 Revised item (b); relocated 9-115 Revised item (b); relocated
added info. from pg. 9-115; added info. from pg. 9-115;
added placard. added placard.
pg. 9-116. Paul E. Everly pg. 9-116. Paul E. Everly
9-116b Added pg. Sept. 30, 1981 9-116b Added pg. Sept. 30, 1981
Rev. 12 2-21 Relocated info. to pg. 2-22; Rev. 12 2-21 Relocated info. to pg. 2-22;
(PR811215) added serial number effec- (PR811215) added serial number effec-
tivity; added placard. tivity; added placard.
added info. from pg. 2-21; added info. from pg. 2-21;
added serial number effec- added serial number effec-
tivity; added placard. tivity; added placard.
revised serial number effec- revised serial number effec-
tivity. tivity.
pg. 3-16. pg. 3-16.

vi-af vi-af

Rev. 12 3-16b Added pg. Rev. 12 3-16b Added pg.

(cont) 3-32 Revised serial number (cont) 3-32 Revised serial number
effectivity. effectivity.
pg. 6-29; revised item 139. pg. 6-29; revised item 139.
pg. 6-30; added revised item pg. 6-30; added revised item
141 from pg. 6-28. 141 from pg. 6-28.
pg. 6-31; added item 166 pg. 6-31; added item 166
from pg. 6-30; added new from pg. 6-30; added new
item 183. item 183.
to pg. 6-32a; added items 189 to pg. 6-32a; added items 189
6-32a Relocated items 211 thru 217 6-32a Relocated items 211 thru 217
to pg. 6-32b; added items 202 to pg. 6-32b; added items 202
and 203 from pg. 6-32. and 203 from pg. 6-32.
6-32b Relocated items 223 thru 233 6-32b Relocated items 223 thru 233
to pg. 6-33 and item 234 to to pg. 6-33 and item 234 to
pg. 6-34; added items 211 pg. 6-34; added items 211
thru 217 from pg. 6-32a. thru 217 from pg. 6-32a.
to pg. 6-34 and item 253 to to pg. 6-34 and item 253 to
pg. 6-35; added items 223 pg. 6-35; added items 223
thru 233 from pg. 6-32b; thru 233 from pg. 6-32b;
added new item 230. added new item 230.
from pg. 6-32b and items 235 from pg. 6-32b and items 235

vi-ag vi-ag

Rev. 12 6-35 Relocated items 265 thru 271 Rev. 12 6-35 Relocated items 265 thru 271
(cont) to pg. 6-36; added item 253 (cont) to pg. 6-36; added item 253
from pg. 6-33 and items 255 from pg. 6-33 and items 255
added revised items 261 and added revised items 261 and
263 from pg. 6-34. 263 from pg. 6-34.
to pg. 6-36a; added revised to pg. 6-36a; added revised
item 265 and items 267 thru item 265 and items 267 thru
271 from pg. 6-35. 271 from pg. 6-35.
6-36a Added pg.; added items 291 6-36a Added pg.; added items 291
to pg. 6-41; renumbered to pg. 6-41; renumbered
items; added new items 372 items; added new items 372
thru 374; revised item 370. thru 374; revised item 370.
to pg. 6-42; added new item to pg. 6-42; added new item
375; added renumbered item 375; added renumbered item
376 and item 377 from 376 and item 377 from
pg. 6-40. pg. 6-40.
pg. 6-43a; added items 403 pg. 6-43a; added items 403
6-43a Added item 416 from 6-43a Added item 416 from
pg. 6-43. pg. 6-43.
6-43b Revised item 431. 6-43b Revised item 431.

vi-ah vi-ah

Rev. 12 7-29 Revised Fig. 7-22a (cont). Rev. 12 7-29 Revised Fig. 7-22a (cont).
(cont) 7-30 Added info. from pg. 7-27; (cont) 7-30 Added info. from pg. 7-27;
7-46 Revised para. 7.51; revised 7-46 Revised para. 7.51; revised
Caution. Caution.
revised info.; added Note. Paul E. Everly revised info.; added Note. Paul E. Everly
8-11 Added info. from pg. 8-10. Dec. 15, 1981 8-11 Added info. from pg. 8-10. Dec. 15, 1981
Rev. 13 Title Revised Title. Rev. 13 Title Revised Title.

761 673 vii Revised Table of Contents. 761 673 vii Revised Table of Contents.
(PR831107) 1-i Revised Table of Contents. (PR831107) 1-i Revised Table of Contents.
1-7 Revised para. 1.19 (b). 1-7 Revised para. 1.19 (b).
1-12 Deleted pages and para. 1.21. 1-12 Deleted pages and para. 1.21.
thru thru
1-21 1-21
2-23 Added placard. 2-23 Added placard.
3-i, 3-ii, Revised Table of Contents. 3-i, 3-ii, Revised Table of Contents.
3-iii 3-iii
3-13 Revised procedure; moved 3-13 Revised procedure; moved
3-14 Relocated info. from pg. 3-13; 3-14 Relocated info. from pg. 3-13;
3-16 Relocated info. from pg. 3-15. 3-16 Relocated info. from pg. 3-15.
4-ii New page, cont. Table of 4-ii New page, cont. Table of
Contents. Contents.
4-2a Revised para. 4.3 (j). 4-2a Revised para. 4.3 (j).
vi-ai vi-ai

Rev. 13 4-10 Revised procedure, moved Rev. 13 4-10 Revised procedure, moved
(cont) info. to pg. 4-11. (cont) info. to pg. 4-11.
revised procedure; moved info. revised procedure; moved info.
to pg. 4-12. to pg. 4-12.
revised Warning; moved info. revised Warning; moved info.
to pg. 4-12a. to pg. 4-12a.
4-12a New page; relocated info. 4-12a New page; relocated info.
4-13 Revised para. 4-9. 4-13 Revised para. 4-9.
4-15, 4-15,
4-16 4-16
4-29 Revised Warning. 4-29 Revised Warning.
4-32a Revised para. 4.39. 4-32a Revised para. 4.39.
5-5, 5-5,
5-6, 5-6,
5-7 5-7
5-11 Revised List of Figures. 5-11 Revised List of Figures.
5-32g Revised fig. 5-46. 5-32g Revised fig. 5-46.
5-40d Revised fig. 5-55d. 5-40d Revised fig. 5-55d.
5-47 Revised, renumbered fig. 5-47 Revised, renumbered fig.
5-48 Moved Fig. 5-71 to pg. 5-48b; 5-48 Moved Fig. 5-71 to pg. 5-48b;
added new fig. 5-69. added new fig. 5-69.
5-48a New page; added fig. 5-70. 5-48a New page; added fig. 5-70.
5-48b New page; added fig. 5-71 5-48b New page; added fig. 5-71
6-24b Relocated item 93 from pg. 6-24b Relocated item 93 from pg.
6-25. 6-25.
6-25 Moved item 93 to pg. 6-24b, 6-25 Moved item 93 to pg. 6-24b,

vi-aj vi-aj

Rev. 13 6-31 Revised item 183(f). Rev. 13 6-31 Revised item 183(f).
(cont) 6-35 Revised item 261. (cont) 6-35 Revised item 261.
7-16a, Revised para. 7.19. 7-16a, Revised para. 7.19.
7-16b 7-16b
7-44 7-44
8-1, 8-2 Revised para. 8.l. 8-1, 8-2 Revised para. 8.l.
8-2, 8-3 Revised para. 8.3 and 8.5. 8-2, 8-3 Revised para. 8.3 and 8.5.
9-5 Revised sec. 2(d). 9-5 Revised sec. 2(d).
9-19, Revised (n)(8)b. 9-19, Revised (n)(8)b.
9-20 9-20
9-37 Moved info. to pg. 9-36; 9-37 Moved info. to pg. 9-36;
revised (n)(8)b. revised (n)(8)b.
9-38 Cont. revised (n)(8)b. 9-38 Cont. revised (n)(8)b.
9-77 Cont. revised sec. 2(d); moved 9-77 Cont. revised sec. 2(d); moved
9-97 Cont. revised sec. 2(d); moved 9-97 Cont. revised sec. 2(d); moved
10-i Revised Table of Contents 10-i Revised Table of Contents
and Title. and Title.
10-1, Revised title Section 10. 10-1, Revised title Section 10.
10-2, Paul E. Everly 10-2, Paul E. Everly
10-3 Nov. 7, 1983 10-3 Nov. 7, 1983

vi-ak vi-ak

761 673 2-i Revised Table of Contents. 761 673 2-i Revised Table of Contents.
(PR840202) 2-16 Revised para. 2.25. (PR840202) 2-16 Revised para. 2.25.
2-19 Revised placard. 2-19 Revised placard.
2-23 Added placard; moved info. 2-23 Added placard; moved info.
to pg. 2-24. to pg. 2-24.
2-24 New page; relocated info. 2-24 New page; relocated info.
5-3 Revised para. 5.5 (4). 5-3 Revised para. 5.5 (4).
7-17 Revised para. 7.21. Paul E. Everly 7-17 Revised para. 7.21. Paul E. Everly
7-20 Revised fig. 7-13. Feb. 2, 1984 7-20 Revised fig. 7-13. Feb. 2, 1984
Rev. 15 2-5 Revised Operating Limits Table.

761 673 2-6 Revised para. 2.7, (d), (7). Rev. 15 2-5 Revised Operating Limits Table.
(PR900515) 3-32a, Revised Fig’s 3-1 and 3-3 761 673 2-6 Revised para. 2.7, (d), (7).
3-32b serial number effectivity. (PR900515) 3-32a, Revised Fig’s 3-1 and 3-3
3-32c Pages added. Fig’s 3-5 thru 3-32b serial number effectivity.
thru 3-19 added. 3-32c Pages added. Fig’s 3-5 thru
3-32j thru 3-19 added.
4-3 Added Warning. Revised 3-32j
Cockpit check list. 4-3 Added Warning. Revised
4-5 Added Warning. Cockpit check list.
4-9 Added Warning. Moved info. 4-5 Added Warning.
to page 4-10. 4-9 Added Warning. Moved info.
4-10 Relocated info. from page 4-9. to page 4-10.
4-12 Added Warning. 4-10 Relocated info. from page 4-9.
4-13 Added Warning. Revised para. 4-12 Added Warning.
4.9 4-13 Added Warning. Revised para.
4.9

vi-al vi-al

Rev. 15 4-18 Added Warning. Rev. 15 4-18 Added Warning.

(cont) 4-20 Revised APU start para. (cont) 4-20 Revised APU start para.
Relocated info. from page 4-21. Relocated info. from page 4-21.
4-21 Moved info. to page 4-20. 4-21 Moved info. to page 4-20.
Relocated info. from page 4-22. Relocated info. from page 4-22.
4-22 Added Warning. Moved info. 4-22 Added Warning. Moved info.
to page 4-21. to page 4-21.
4-29 Added Warning. 4-29 Added Warning.
6-16 Revised para’s. 6.13 (a) and (b). 6-16 Revised para’s. 6.13 (a) and (b).
6-17 Revised para’s. 6.13 (c) thru (f). 6-17 Revised para’s. 6.13 (c) thru (f).
Added para’s. 6.13 (g) and (h). Added para’s. 6.13 (g) and (h).
Revised Notes. Revised Notes.
7-11 Added Warning. Revised para. 7-11 Added Warning. Revised para.
7.15. 7.15.
7-23 Added Note. Moved info. to 7-23 Added Note. Moved info. to
page 7-24. page 7-24.
7-24 Relocated info. from page 7-23. 7-24 Relocated info. from page 7-23.
7-24a Added Note. 7-24a Added Note.
8-2 Revised para’s. 8.1 and 8.3. 8-2 Revised para’s. 8.1 and 8.3.
8-3 Revised para. 8.3. D. H. Trompler 8-3 Revised para. 8.3. D. H. Trompler
8-20 Added Caution. August 8, 1990 8-20 Added Caution. August 8, 1990
Rev. 16 vi-am Added Rev. 16 to L of R pg. Rev. 16 vi-am Added Rev. 16 to L of R pg.
(PR970520) vi-an Added page. (PR970520) vi-an Added page.
4-12a Revised para. 4.5. Peter E. Peck 4-12a Revised para. 4.5. Peter E. Peck
4-30 Revised para. 4.37. May 20, 1997 4-30 Revised para. 4.37. May 20, 1997
8-17 Revised para. 8.27. Date 8-17 Revised para. 8.27. Date

REVISED: MAY 20, 1997 vi-am REVISED: MAY 20, 1997 vi-am

Rev. 17 iii Added Warning and moved Rev. 17 iii Added Warning and moved
(PR021216) info. to page iv. (PR021216) info. to page iv.
iv Moved info. from page iii. iv Moved info. from page iii.
vi-an Added Rev. 17 to L of R. vi-an Added Rev. 17 to L of R.
8-1 Moved info. to page 8-1b 8-1 Moved info. to page 8-1b
and revised para. 8.1. and revised para. 8.1.
8-1a Added page and 8-1a Added page and
revised para. 8.1 revised para. 8.1
8-1b Added page and moved info. 8-1b Added page and moved info.
from pages 8-1 & 8-2. Albert J. Mill from pages 8-1 & 8-2. Albert J. Mill
8-2 Moved info. to page 8-1b 8-2 Moved info. to page 8-1b
and revised para. 8.3. Dec. 16, 2002 and revised para. 8.3. Dec. 16, 2002
Date Date
Rev. 18 vi-an Added Rev. 18 to L of R. Rev. 18 vi-an Added Rev. 18 to L of R.

(PR090121) 6-2 Revised para. 6.3 (a). (PR090121) 6-2 Revised para. 6.3 (a).
Albert J. Mill Albert J. Mill
Jan. 21, 2009 Jan. 21, 2009

vi-an REVISED: JANUARY 21, 2009 vi-an REVISED: JANUARY 21, 2009
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 OPERATING TIPS SECTION 10 OPERATING TIPS

vii vii
THIS PAGE INTENTIONALLY LEFT BLANK THIS PAGE INTENTIONALLY LEFT BLANK
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 Engines ....................................................................................... 1-3 1.3 Engines ....................................................................................... 1-3
1.5 Propellers .................................................................................... 1-3 1.5 Propellers .................................................................................... 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 ....................................................................... 1-4a 1.17 Specific Loadings ....................................................................... 1-4a
1.19 Symbols, Abbreviations and Terminology ................................. 1-5 1.19 Symbols, Abbreviations and Terminology ................................. 1-5

1-i 1-i
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-31T1, CHEYENNE I GENERAL PA-31T1, CHEYENNE I 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 the Federal A viation Re gulations and additional furnished to the pilot by the Federal A viation Re gulations and additional
information pro vided by the manuf acturer and constitutes the F AA information pro vided by the manuf acturer and constitutes the F AA
Approved Airplane Flight Manual. Approved Airplane Flight Manual.
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, kno wledge of current airw orthiness directives, competent flight instruction, kno wledge of current airw orthiness directives,
applicable federal air re gulations or advisory circulars. It is not intended to applicable federal air re gulations or advisory circulars. It is not intended to
be a guide for basic flight instruction or a training manual and should not be 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. used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airw orthy condition is the Assurance that the airplane is in an airw orthy condition is the
responsibility of the o wner. The pilot in command is responsible for responsibility of the o wner. The pilot in command is responsible for
determining that the airplane is safe for flight. The pilot is also responsible determining that the airplane is safe for flight. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook. markings, 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 f amiliarize himself reference. The pilot should study the entire handbook to f amiliarize himself
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 di vided into numbered (arabic) sections each The handbook has been di vided 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 emer gency procedures ha ve been placed ahead of the normal and emer gency procedures ha ve been placed ahead of the normal
procedures, performance and other sections to pro vide easier access to procedures, performance and other sections to pro vide easier access to
information that may be required in flight. The “Emer gency Procedures” information that may be required in flight. The “Emer gency Procedures”
Section has been furnished with a red tab di vider to present an instant Section has been furnished with a red tab di vider to present an instant
reference to the section. Pro visions for e xpansion of the handbook ha ve reference to the section. Pro visions for e xpansion of the handbook ha ve
been made by the deliberate omission of certain paragraph numbers, f igure been made by the deliberate omission of certain paragraph numbers, f igure
numbers, item numbers and pages noted as being intentionally left blank. numbers, item numbers and pages noted as being intentionally left blank.
ISSUED: MAY 15, 1978 REPORT: 2124 ISSUED: MAY 15, 1978 REPORT: 2124
REVISED: NOVEMBER 7, 1983 1-1 REVISED: NOVEMBER 7, 1983 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-31T1, CHEYENNE I GENERAL PA-31T1, CHEYENNE I
THREE VIEW THREE VIEW

Figure 1-1 Figure 1-1
REPORT: 2124 ISSUED: MAY 15, 1978 REPORT: 2124 ISSUED: MAY 15, 1978
1-2 1-2
1.3 ENGINES 1.3 ENGINES
(a) Number of Engines 2 (a) Number of Engines 2

(b) Engine Manufacturer Pratt & Whitney (UACL) (b) Engine Manufacturer Pratt & Whitney (UACL)
(c) Engine Model Number PT6A-11 (c) Engine Model Number PT6A-11
(d) Rated Horsepower 500 (d) Rated Horsepower 500
(e) Propeller Speed (rpm) 2200 (e) Propeller Speed (rpm) 2200
(f) Dry Weight (lbs.) 317 (f) Dry Weight (lbs.) 317
(g) Engine Type Free Turbine, Reverse (g) Engine Type Free Turbine, Reverse
Flow 2-Shaft Flow 2-Shaft
Compressor stages and type 3 axial stages Compressor stages and type 3 axial stages
1 centrifugal stage 1 centrifugal stage
Turbine stages and type 1 stage compression Turbine stages and type 1 stage compression
1 stage power 1 stage power
Combustion chamber type annular Combustion chamber type annular
1.5 PROPELLERS 1.5 PROPELLERS
(a) Number of Propellers 2 (a) Number of Propellers 2

(b) Propeller Manufacturer Hartzell (b) Propeller Manufacturer Hartzell
(c) Blade Model T-10173-B-8 (c) Blade Model T-10173-B-8
(d) Number of Blades 3 (d) Number of Blades 3
(e) Hub Model HC-B3TN-3B (e) Hub Model HC-B3TN-3B
(f) Propeller Diameter (in.) 93 (f) Propeller Diameter (in.) 93
(g) Propeller Type Hydraulically Operated, (g) Propeller Type Hydraulically Operated,
Constant Speed, Full Constant Speed, Full
Feathering, Reversible Feathering, Reversible
1.7 FUEL 1.7 FUEL
(a) Fuel Capacity (U.S. gal.) (total) (a) Fuel Capacity (U.S. gal.) (total)
(1) Without optional tip tanks 308 (1) Without optional tip tanks 308
(2) With optional tip tanks 374 (2) With optional tip tanks 374
(b) Usable Fuel (U.S. gal.) (total) (b) Usable Fuel (U.S. gal.) (total)
(1) Without optional tip tanks 300 (1) Without optional tip tanks 300
(2) With optional tip tanks 366 (2) With optional tip tanks 366
(c) Fuel Grade, Aviation Fuels conforming to PWA (c) Fuel Grade, Aviation Fuels conforming to PWA
522, CPW 46 (including 522, CPW 46 (including
Jet A, Jet A-l, Jet B. Jet A, Jet A-l, Jet B.
JP4, and JP5) JP4, and JP5)
REVISED: FEBRUARY 2, 1984 1-3 REVISED: FEBRUARY 2, 1984 1-3
1.9 OIL 1.9 OIL
(a) Oil Capacity (each engine) (U.S. gal.) 2.3 (a) Oil Capacity (each engine) (U.S. gal.) 2.3
(b) Oil Specification Refer to latest revision of (b) Oil Specification Refer to latest revision of
Pratt & Whitney Aircraft Pratt & Whitney Aircraft
Engine Service Bulletin No. 12001. Engine Service Bulletin No. 12001.
1.11 MAXIMUM WEIGHTS 1.11 MAXIMUM WEIGHTS
(a) Ramp Weight (lbs.) 8750 (a) Ramp Weight (lbs.) 8750
(b) Maximum Takeoff Weight (lbs.) 8700 (b) Maximum Takeoff Weight (lbs.) 8700
(e) Maximum Landing Weight (lbs.) 8700 (e) Maximum Landing Weight (lbs.) 8700
(d) Maximum Zero Fuel Weight (lbs.) 7200 (d) Maximum Zero Fuel Weight (lbs.) 7200
(e) Maximum Weights in Baggage (e) Maximum Weights in Baggage
Compartments (lbs.) Compartments (lbs.)
(1) Forward 300* (1) Forward 300*
(2) Aft 200 (2) Aft 200
1.13 STANDARD AIRPLANE WEIGHTS** 1.13 STANDARD AIRPLANE WEIGHTS**
(a) Standard Empty Weight (lbs.) 4910 (a) Standard Empty Weight (lbs.) 4910
(b) Maximum Useful Load (including (b) Maximum Useful Load (including
ramp fuel) (lbs.) 3840 ramp fuel) (lbs.) 3840
1.15 BAGGAGE SPACE 1.15 BAGGAGE SPACE
(a) Compartment Volume (cu. ft.) (a) Compartment Volume (cu. ft.)
(1) Forward 20 (1) Forward 20
(2) Aft 22 (2) Aft 22
(b) Forward Baggage Door Size (b) Forward Baggage Door Size
(in. wide x in. high) 26 x 21 (in. wide x in. high) 26 x 21
(c) Cargo Door (if installed) 17 x 30 (c) Cargo Door (if installed) 17 x 30
* See Weight and Balance section, para. 6.15(f) Item 181 for the applicable * See Weight and Balance section, para. 6.15(f) Item 181 for the applicable
weight for aircraft serial numbers 31T -7904001 through 31T -7904005 weight for aircraft serial numbers 31T -7904001 through 31T -7904005
without Piper Kit No. 763 909 installed. without Piper Kit No. 763 909 installed.
** These v alues are approximate and v ary from one aircraft to another . ** These v alues are approximate and v ary from one aircraft to another .
Refer to Figure 6-7 for the Standard Empty W eight value and the Useful Refer to Figure 6-7 for the Standard Empty W eight value and the Useful
Load Value to be used for C.G. calculations for the aircraft specified. Load Value to be used for C.G. calculations for the aircraft specified.
1-4 REVISED: SEPTEMBER 30, 1981 1-4 REVISED: SEPTEMBER 30, 1981
1.17 SPECIFIC LOADINGS 1.17 SPECIFIC LOADINGS
(a) Wing Loading (lbs. per sq. ft.) 38.0 (a) Wing Loading (lbs. per sq. ft.) 38.0
(b) Power Loading (lbs. per hp) 8.70 (b) Power Loading (lbs. per hp) 8.70
ISSUED: SEPTEMBER 30, 1981 REPORT: 2124 ISSUED: SEPTEMBER 30, 1981 REPORT: 2124
1-4a 1-4a
REPORT: 2124 ISSUED: SEPTEMBER 30, 1981 REPORT: 2124 ISSUED: SEPTEMBER 30, 1981
1-4b 1-4b
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY 1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The follo wing def initions are of symbols, abbre viations and termi- The follo wing def initions are of symbols, abbre viations 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 sho wn on the airspeed indicator craft as sho wn 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 e xpressed in “Knots. ” KIAS Indicated Airspeed e xpressed 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 air plane TAS True Airspeed is the airspeed of an air plane
relative to undisturbed air which is the C AS relative to undisturbed air which is the C AS
corrected for altitude, temperature and corrected for altitude, temperature and
compressibility. compressibility.
VA Maneuvering Speed is the maximum speed VA Maneuvering Speed is the maximum speed
at which application of full a vailable at which application of full a vailable
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.
1-5 1-5
VLE Maximum Landing Gear Extended Speed VLE Maximum Landing Gear Extended Speed
is the maximum speed at which an aircraft is the maximum speed at which an aircraft
can be safely flo wn with the landing gear can be safely flo wn with the landing gear
extended. extended.
VLO Maximum Landing Gear Operating Speed VLO Maximum Landing Gear Operating Speed
is the maximum speed at which the landing is the maximum speed at which the landing
gear can be safely e xtended or retracted. gear can be safely e xtended or retracted.
VMCA Air Minimum Control Speed is the mini- VMCA Air Minimum Control Speed is the mini-
mum flight speed at which the airplane is mum flight speed at which the airplane is
directionally controllable as determined in directionally controllable as determined in
accordance with Federal A viation Re gu- accordance with Federal A viation Re gu-
lations. Airplane certif ication conditions lations. Airplane certif ication conditions
include one engine becoming inoperati ve include one engine becoming inoperati ve
and windmilling; not more than a 5° bank and windmilling; not more than a 5° bank
towards the operati ve engine; tak eoff towards the operati ve engine; tak eoff
power on operati ve engine; landing gear power on operati ve engine; landing gear
up; flaps in tak eoff position; and most up; flaps in tak eoff position; and most
rearward C.G. rearward C.G.
VMO/MMO Maximum operating speed is the speed VMO/MMO Maximum operating speed is the speed
limit that may not be deliberately e xceeded limit that may not be deliberately e xceeded
in normal flight operations. V is e xpressed in normal flight operations. V is e xpressed
in Knots and M in Mach Number. in Knots and M in Mach Number.
VNO Maximum Structural Cruising Speed is the VNO Maximum Structural Cruising Speed is the
speed that should not be e xceeded e xcept speed that should not be e xceeded e xcept
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 flight speed at which the airplane is
controllable. controllable.
VSO Stalling Speed or the minimum steady VSO Stalling Speed or the minimum steady
flight speed at which the airplane is flight speed at which the airplane is
controllable in the landing configuration. controllable in the landing configuration.
1-6 REVISED: JANUARY 31, 1980 1-6 REVISED: JANUARY 31, 1980
VSSE Intentional One Engine Inoperati ve Speed VSSE Intentional One Engine Inoperati ve Speed
is a minimum speed selected by the manu- is a minimum speed selected by the manu-
facturer for intentionally rendering one facturer for intentionally rendering one
engine inoperati ve in flight for pilot engine inoperati ve in flight for pilot
training. training.
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 le vel is Fahrenheit); The pressure at sea le vel is
29.92 inches Hg( 1013.2 mb); The temper - 29.92 inches Hg( 1013.2 mb); The temper -
ature gradient from sea level to the altitude ature 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 (-0.003564° F) per (-69.7° F) is -0.00198°C (-0.003564° F) per
foot and zero above that altitude. foot and zero above that altitude.
OAT Outside Air T emperature is the free air OAT Outside Air T emperature 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.
Indicated The n umber actually read from an Indicated The n umber 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 (1013.2 been set to 29.92 inches of mercury (1013.2
millibars). millibars).
Pressure Altitude Altitude measured from standard sea-le vel Pressure Altitude Altitude measured from standard sea-le vel
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 f ield Station Pressure Actual atmospheric pressure at f ield
elevation. elevation.
Wind The wind v elocities recorded as v ariables Wind The wind v elocities recorded as v ariables
on the charts of this handbook are to be on the charts of this handbook are to be
understood as the headwind or tail wind understood as the headwind or tail wind
components of the reported winds. components of the reported winds.
(c) Power Terminology (c) Power Terminology
Takeoff Power Maximum po wer permissible during Takeoff Power Maximum po wer permissible during
takeoff. takeoff.
Maximum Con- Maximum power permissible continuously Maximum Con- Maximum power permissible continuously
tinuous Power during tak eoff, one engine inoperati ve, tinuous Power during tak eoff, one engine inoperati ve,
and emergency operations only. and emergency operations only.
Maximum Climb M a x i m u m p ow e r p e r m i s s i b l e d u r i n g Maximum Climb M a x i m u m p ow e r p e r m i s s i b l e d u r i n g

Power climb. (Maximum normal operating Power climb. (Maximum normal operating
power.) power.)
Maximum Cruise M a x i m u m p ow e r p e r m i s s i b l e d u r i n g Maximum Cruise M a x i m u m p ow e r p e r m i s s i b l e d u r i n g

Power cruise. (Maximum normal operating Power cruise. (Maximum normal operating
power.) power.)
Maximum Normal Maximum power permissible continuously Maximum Normal Maximum power permissible continuously
Operating Power during all normal operations. Operating Power during all normal operations.
(d) Engine Controls and Instruments (d) Engine Controls and Instruments
Power Control The lever which modulates engine power Power Control The lever which modulates engine power
Lever from reverse thrust through takeoff power. Lever from reverse thrust through takeoff power.
Propeller Control The l ever w hich r equests a propeller Propeller Control The l ever w hich r equests a propeller
Lever governor to maintain propeller rpm at a Lever governor to maintain propeller rpm at a
selected v alue or feathers a propeller . selected v alue or feathers a propeller .
Condition Lever The le ver which controls fuel flo w to an Condition Lever The le ver which controls fuel flo w to an
engine. engine.
Beta Range The region where the propeller blade angle Beta Range The region where the propeller blade angle
is between the f ine pitch stop and the is between the f ine pitch stop and the
maximum reverse pitch setting. maximum reverse pitch setting.
ITT Gauge Inter-turbine temperature g auge - indicates ITT Gauge Inter-turbine temperature g auge - indicates
temperature immediately upstream of the temperature immediately upstream of the
free turbine vanes. free turbine vanes.
Gas Generator Indicates the percent of gas generator rpm Gas Generator Indicates the percent of gas generator rpm
RPM (Ng) based on a figure of 100% at 37,500 rpm. RPM (Ng) based on a figure of 100% at 37,500 rpm.
Propeller RPM Indicates propeller speed in rpm. Propeller RPM Indicates propeller speed in rpm.
(Np) (Np)
Engine Torque- Indicates shaft output torque in lb-ft. Engine Torque- Indicates shaft output torque in lb-ft.
meter meter
(e) Airplane Performance and Flight Planning Terminology (e) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in Climb Gradient The demonstrated ratio of the change in
height during a portion of a climb, to the height during a portion of a climb, to the
horizontal distance tra versed in the same horizontal distance tra versed in the same
time interval. time interval.
Demonstrated The demonstrated crosswind velocity is the Demonstrated The demonstrated crosswind velocity is the
Crosswind velocity of the crosswind component for Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane Velocity which adequate control of the airplane
during tak eoff and landing w as actually during tak eoff and landing w as actually
demonstrated during certif ication tests. demonstrated during certif ication tests.
REVISED: JANUARY 31, 1980 1-9 REVISED: JANUARY 31, 1980 1-9
Accelerate-Stop The distance required to accelerate an air- Accelerate-Stop The distance required to accelerate an air-
Distance plane to a specif ied speed and, assuming Distance plane to a specif ied speed and, assuming
failure of an engine at the instant that speed failure of an engine at the instant that speed
is attained, to bring the airplane to a stop. is attained, to bring the airplane to a stop.
MEA Minimum en route IFR altitude. MEA Minimum en route IFR altitude.
Route Segment A part of a route. Each end of that part is Route Segment A part of a route. Each end of that part is
identified by: (1) a geographical location; identified by: (1) a geographical location;
or (2) a point at which a def inite radio f ix or (2) a point at which a def inite radio f ix
can be established. can be established.
(f) Weight and Balance Terminology (f) Weight and Balance Terminology
Reference Datum An imaginary vertical plane from which all Reference Datum An imaginary vertical plane from which all
horizontal distances are measured for horizontal distances are measured for
balance purposes. balance purposes.
Station A location along the airplane fuselage Station A location along the airplane fuselage
usually given in terms of distance in inches usually given in terms of distance in inches
from the reference datum. from the reference datum.
Arm The horizontal distance from the reference Arm The horizontal distance from the reference
datum to the center of gra vity (C.G.) of an datum to the center of gra vity (C.G.) of an
item. item.
Moment The product of the weight of an item m ulti- Moment The product of the weight of an item m ulti-
plied by its arm. (Moment di vided by a plied by its arm. (Moment di vided by a
constant is used to simplify balance calcu- constant is used to simplify balance calcu-
lations by reducing the number of digits.) lations by reducing the number of digits.)
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 di viding the reference datum is found by di viding 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 di viding the sum individual moments and di viding the sum
by the total weight. by the total weight.
1-10 REVISED: JANUARY 31 ,1980 1-10 REVISED: JANUARY 31 ,1980
C.G. Limits The extreme center of gra vity locations C.G. Limits The extreme center of gra vity 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 go vern- completed in accordance with go vern-
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 tak eoff weight, or Useful Load Difference between tak eoff 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.)
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
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 ...................................................... 2-4 2.5 Airspeed Indicator Markings ...................................................... 2-4
2.7 Power Plant Limitations.............................................................. 2-4 2.7 Power Plant Limitations.............................................................. 2-4
2.9 Starter Limitations ...................................................................... 2-8 2.9 Starter Limitations ...................................................................... 2-8
2.11 Power Plant Instrument Markings .............................................. 2-8 2.11 Power Plant Instrument Markings .............................................. 2-8
2.13 Weight Limits ............................................................................. 2-9 2.13 Weight Limits ............................................................................. 2-9
2.15 Center of Gravity Limits (Landing Gear Extended)................... 2-10 2.15 Center of Gravity Limits (Landing Gear Extended)................... 2-10
2.17 Maneuver Limits......................................................................... 2-10 2.17 Maneuver Limits......................................................................... 2-10
2.19 Flight Maneuvering Load Factor Limits..................................... 2-10 2.19 Flight Maneuvering Load Factor Limits..................................... 2-10
2.21 Crew Limits ................................................................................ 2-10 2.21 Crew Limits ................................................................................ 2-10
2.23 Types of Operation Limits .......................................................... 2-11 2.23 Types of Operation Limits .......................................................... 2-11
2.25 Fuel Limitations.......................................................................... 2-16 2.25 Fuel Limitations.......................................................................... 2-16
2.27 Maximum Operating Altitude Limit........................................... 2-16 2.27 Maximum Operating Altitude Limit........................................... 2-16
2.29 Outside Air Temperature Limits ................................................. 2-16 2.29 Outside Air Temperature Limits ................................................. 2-16
2.31 Cabin Pressurization Limit ......................................................... 2-16 2.31 Cabin Pressurization Limit ......................................................... 2-16
2.33 Fuel Boost Pump Limitations ..................................................... 2-16 2.33 Fuel Boost Pump Limitations ..................................................... 2-16
2.35 Nickel-Cadmium Battery Limitation .......................................... 2-16 2.35 Nickel-Cadmium Battery Limitation .......................................... 2-16
2.37 Placards....................................................................................... 2-17 2.37 Placards....................................................................................... 2-17
2.39 Noise Level ................................................................................. 2-24 2.39 Noise Level ................................................................................. 2-24
2.41 Service Life Limits ..................................................................... 2-24 2.41 Service Life Limits ..................................................................... 2-24

2-i 2-i
PA-31T1, CHEYENNE I LIMITATIONS PA-31T1, CHEYENNE I LIMITATIONS
SECTION 2 SECTION 2
LIMITATIONS LIMITATIONS
2.1 GENERAL 2.1 GENERAL
This section pro vides the “F AA Appro ved” operating limitations, This section pro vides the “F AA Appro ved” operating limitations,
instrument markings, color coding and basic placards necessary for the safe instrument markings, color coding and basic placards necessary for the safe
operation of the PA-31T1 Cheyenne I and its systems. operation of the PA-31T1 Cheyenne I and its systems.
Limitations associated with those optional systems and equipment that Limitations associated with those optional systems and equipment that
require handbook supplements can be found in Section 9 require handbook supplements can be found in Section 9
(Supplements). (Supplements).
2.3 AIRSPEED LIMITATIONS 2.3 AIRSPEED LIMITATIONS
SPEED KCAS KIAS SPEED KCAS KIAS
Maximum Operating Speed (VMO) - Do Maximum Operating Speed (VMO) - Do

not exceed this speed in any operation. not exceed this speed in any operation.
S/N 31T-7804001 thru 31T-8004057 S/N 31T-7804001 thru 31T-8004057
if Piper Kit No. 764 150 or 764 151 if Piper Kit No. 764 150 or 764 151
is not installed (up to 9,500 ft.) 230 226 is not installed (up to 9,500 ft.) 230 226

is installed (up to 12,000 ft.) is installed (up to 12,000 ft.)
without tip tanks 230 226 without tip tanks 230 226
with tip tanks 246 240 with tip tanks 246 240
S/N 31T-8104001 and up S/N 31T-8104001 and up

(up to 12,000 ft.) (up to 12,000 ft.)
without tip tanks 230 226 without tip tanks 230 226
with tip tanks 246 240 with tip tanks 246 240
See Figures 2-1 or 2-1a for speeds above See Figures 2-1 or 2-1a for speeds above
these altitudes. these altitudes.
REVISED: SEPTEMBER 30, 1981 2-1 REVISED: SEPTEMBER 30, 1981 2-1
LIMITATIONS PA-31T1, CHEYENNE I LIMITATIONS PA-31T1, CHEYENNE I
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 (at gross weight) above this speed (at gross weight)
is not installed (up to 21,500 ft.) 180 177 is not installed (up to 21,500 ft.) 180 177
S/ N 31T-7804001 thru 31T-8004057 S/ N 31T-7804001 thru 31T-8004057

is installed is installed
without tip tanks (up to 24,600 ft.) 180 177 without tip tanks (up to 24,600 ft.) 180 177
with tip tanks (up to 27,700 ft.) 180 177 with tip tanks (up to 27,700 ft.) 180 177

without tip tanks (up to 24,600 ft.) 180 177 without tip tanks (up to 24,600 ft.) 180 177
with tip tanks (up to 27,700 ft.) 180 177 with tip tanks (up to 27,700 ft.) 180 177
Maximum Flaps Extended Speed (VFE) - Maximum Flaps Extended Speed (VFE) -
Do not exceed this speed at the given flap Do not exceed this speed at the given flap
setting. setting.
15° flap 174 171 15° flap 174 171
40° flap 143 141 40° flap 143 141
Maximum Gear Extended Speed (VLE) - Maximum Gear Extended Speed (VLE) -
Do not exceed this speed with landing gear Do not exceed this speed with landing gear
extended. 156 154 extended. 156 154
Maximum Landing Gear Operating Speed Maximum Landing Gear Operating Speed
(VLO) - Do not operate landing gear above (VLO) - Do not operate landing gear above
this speed. this speed.
Extension 156 154 Extension 156 154
Retraction 143 141 Retraction 143 141
Air Minimum Control Speed (VMCA) - Air Minimum Control Speed (VMCA) -
Lowest airspeed at which airplane is con- Lowest airspeed at which airplane is con-
trollable with one engine operating and no trollable with one engine operating and no
flaps. 90 85 flaps. 90 85
Stall Speed (full flaps) (power off) 77 72 Stall Speed (full flaps) (power off) 77 72
(See Section 5, Performance, for stall (See Section 5, Performance, for stall
speeds at reduced weights) speeds at reduced weights)
NOTE NOTE
Maximum altitude loss in a stall is 800 feet. Maximum altitude loss in a stall is 800 feet.
Best Multi-Engine Rate of Climb Speed Best Multi-Engine Rate of Climb Speed
above 20,000 ft., decrease climb speed by above 20,000 ft., decrease climb speed by
1.7 knots per 1000 ft.). 126 123 1.7 knots per 1000 ft.). 126 123
MAXIMUM OPERATING SPEED MAXIMUM OPERATING SPEED

REPORT: 2124 ISSUED: AUGUST 28, 1980 REPORT: 2124 ISSUED: AUGUST 28, 1980
2-3a REVISED: SEPTEMBER 30, 1981 2-3a REVISED: SEPTEMBER 30, 1981

Figure 2-1a Figure 2-1a
ISSUED: AUGUST 28, 1980 REPORT: 2124 ISSUED: AUGUST 28, 1980 REPORT: 2124
REVISED: SEPTEMBER 30, 1981 2-3b REVISED: SEPTEMBER 30, 1981 2-3b
2.5 AIRSPEED INDICATOR MARKINGS 2.5 AIRSPEED INDICATOR MARKINGS

MARKING KIAS MARKING KIAS
Green Arc (Normal Operating Range) Green Arc (Normal Operating Range)
If Piper Kit No. 764 150 or 764 151 If Piper Kit No. 764 150 or 764 151
is not installed 84 to 226 is not installed 84 to 226
If Piper Kit No. 764 150 or 764 151 If Piper Kit No. 764 150 or 764 151
without tip tanks 84 to 226 without tip tanks 84 to 226
with tip tanks 84 to 240 with tip tanks 84 to 240
without tip tanks 84 to 226 without tip tanks 84 to 226
with tip tanks 84 to 240 with tip tanks 84 to 240
White Arc (Flaps Extended Range) 72 to 148 White Arc (Flaps Extended Range) 72 to 148
Radial Red Line (Air Minimum Radial Red Line (Air Minimum
Control Speed) 85 Control Speed) 85
Radial Blue Line (Best Rate of Climb Radial Blue Line (Best Rate of Climb
Speed - Single Engine) 110 Speed - Single Engine) 110
NOTE NOTE
Maximum Operating Limit Speed (VMO) Maximum Operating Limit Speed (VMO)
shown by Red Needle. shown by Red Needle.
2.7 POWER PLANT LIMITATIONS 2.7 POWER PLANT LIMITATIONS
WARNING WARNING
Positioning of po wer le vers belo w the flight Positioning of po wer le vers belo w the flight
idle stop in flight is prohibited. Such idle stop in flight is prohibited. Such
positioning may lead to loss of airplane control positioning may lead to loss of airplane control
or may result in an engine o verspeed condition or may result in an engine o verspeed condition
and consequent loss of engine power. and consequent loss of engine power.
(a) Number of Engines 2 (a) Number of Engines 2

(b) Engine Manufacturer Pratt and Whitney (b) Engine Manufacturer Pratt and Whitney
(UACL) (UACL)
(c) Engine Model Number PT6A-11 (c) Engine Model Number PT6A-11
2-4 REVISED: MAY 20, 1997 2-4 REVISED: MAY 20, 1997
OPERATING
CONDITION OPERATING LIMITS
OIL
TORQUE (1) MAXIMUM OIL TEMPERA-
OBSERVED Ng (2) Np (1) PRESSURE TURE
POWER SETTING SHP LB./FT. PSIG ITT°C RPM % RPM % PSIG (3) ºC (4)
ISSUED: MAY 15, 1978

PA-31T1, CHEYENNE I
REVISED: MAY 20, 1997

TAKEOFF 500 1194 38.6 700 38100 - 101.5 2200 - 100 80 to 100 10 to 99
(d) Engine Operating Limits
MAX. CONTINUOUS/
SINGLE ENGINE/ 500 1194 38.6 700 38100 - 101.5 2200 - 100 80 to 100 10 to 99
EMERGENCY
PIPER AIRCRAFT CORPORATION
MAX. CLIMB (8) 455 1194 38.6 685 2000 - 91 80 to 100 0 to 99
MAX. CRUISE (8) 455 1194 38.6 685 2000 - 91 80 to 100 0 to 99
IDLE (5) 660 40 (MIN) -40 to 99
STARTING (6) 1090 -40 (MIN)
ACCELERATION (6) 1500 48.5 38500 - 102.6 2420 - 110 0 to 99
MAX. REVERSE 200 655 21.2 700 38100 - 101.5 2116 - 96 80 to 100 0 to 99
WARNING: Positioning of power levers below the flight idle stop in flight is prohibited. Such positioning m ay
lead to loss of airplane control or may result in an engine overspeed condition and consequent loss of engine power.
2-5
REPORT: 2124
LIMITATIONS
SECTION 2
OPERATING
CONDITION OPERATING LIMITS
OIL
TORQUE (1) MAXIMUM OIL TEMPERA-
OBSERVED Ng (2) Np (1) PRESSURE TURE
POWER SETTING SHP LB./FT. PSIG ITT°C RPM % RPM % PSIG (3) ºC (4)

PA-31T1, CHEYENNE I
REVISED: MAY 20, 1997

TAKEOFF 500 1194 38.6 700 38100 - 101.5 2200 - 100 80 to 100 10 to 99
(d) Engine Operating Limits
MAX. CONTINUOUS/
SINGLE ENGINE/ 500 1194 38.6 700 38100 - 101.5 2200 - 100 80 to 100 10 to 99
EMERGENCY
MAX. CLIMB (8) 455 1194 38.6 685 2000 - 91 80 to 100 0 to 99
MAX. CRUISE (8) 455 1194 38.6 685 2000 - 91 80 to 100 0 to 99
IDLE (5) 660 40 (MIN) -40 to 99
STARTING (6) 1090 -40 (MIN)
ACCELERATION (6) 1500 48.5 38500 - 102.6 2420 - 110 0 to 99
MAX. REVERSE 200 655 21.2 700 38100 - 101.5 2116 - 96 80 to 100 0 to 99
WARNING: Positioning of power levers below the flight idle stop in flight is prohibited. Such positioning m ay
2-5
REPORT: 2124
LIMITATIONS
SECTION 2
lead to loss of airplane control or may result in an engine overspeed condition and consequent loss of engine power.
(1) Maximum permissible sustained torque is 1194 lb.-ft. (38.6 (1) Maximum permissible sustained torque is 1194 lb.-ft. (38.6
psig). Np must be set so as not to exceed power limitations. psig). Np must be set so as not to exceed power limitations.
(2) For every 10°C (18° F) below -30°C (-22°F) ambient temp- (2) For every 10°C (18° F) below -30°C (-22°F) ambient temp-
erature, reduce maximum allowable Ng by 2.2%. erature, reduce maximum allowable Ng by 2.2%.
(3) Normal oil pressure is 80 to 100 psig at gas generator speeds (3) Normal oil pressure is 80 to 100 psig at gas generator speeds
above 27,000 rpm (72%) with oil temperature between 60 to above 27,000 rpm (72%) with oil temperature between 60 to
70°C (140° to 158°F). Oil pressures belo w 80 psig are un- 70°C (140° to 158°F). Oil pressures belo w 80 psig are un-
desirable, and should be tolerated only for the completion desirable, and should be tolerated only for the completion
of the flight preferably at reduced po wer setting. Oil pres- of the flight preferably at reduced po wer setting. Oil pres-
sures belo w normal should be reported as an engine dis- sures belo w normal should be reported as an engine dis-
crepancy, and should be corrected before ne xt tak eoff. Oil crepancy, and should be corrected before ne xt tak eoff. Oil
pressures belo w 40 psig are unsafe, and require that either pressures belo w 40 psig are unsafe, and require that either
the engine be shut do wn or a landing be made as soon as the engine be shut do wn or a landing be made as soon as
possible, using the minimum po wer required to sustain possible, using the minimum po wer required to sustain
flight. flight.
(4) For increased oil service life, an oil temperature between (4) For increased oil service life, an oil temperature between
74° to 80°C (165° to 176°F) is recommended. A minimum 74° to 80°C (165° to 176°F) is recommended. A minimum
oil temperature of 55°C (130°F) is recommended for fuel oil temperature of 55°C (130°F) is recommended for fuel
heater operation at tak eoff po wer. Oil temperatures of heater operation at tak eoff po wer. Oil temperatures of
104°C are allowable for periods not to exceed 5 minutes. 104°C are allowable for periods not to exceed 5 minutes.
(5) At 50% rpm (Ng) minimum, adv ance po wer le ver as (5) At 50% rpm (Ng) minimum, adv ance po wer le ver as
required to maintain temperature within this limit. required to maintain temperature within this limit.
(6) These values are time-limited to two seconds. (6) These values are time-limited to two seconds.
(7) Reverse limited to ground operation only. Torque and rpm (7) Reverse limited to ground operation only. Torque and rpm
should be within limits to give 200 shp maximum. should be within limits to give 200 shp maximum.
(8) Maximum normal operating po wer, top of green arc on (8) Maximum normal operating po wer, top of green arc on
propeller tachometer and engine torque gauge. propeller tachometer and engine torque gauge.
(e) Generator Limits (e) Generator Limits

Except during starting, limit the load on each generator as Except during starting, limit the load on each generator as
follows: follows:
Maximum Flight Load See Note 200 Amps Maximum Flight Load See Note 200 Amps
GEN. LOAD MIN. Ng. GEN. LOAD MIN. Ng.

0 to 100 Amps 49% 0 to 100 Amps 49%
100 to 150 Amps 53% 100 to 150 Amps 53%
150 to 180 Amps 59% 150 to 180 Amps 59%
180 to 200 Amps 63% 180 to 200 Amps 63%
NOTE NOTE
When operating abo ve 26,000 feet with po wer When operating abo ve 26,000 feet with po wer
plant ice protection ON, the generator output plant ice protection ON, the generator output
should be limited to 125 amps with Lear-Siegler should be limited to 125 amps with Lear-Siegler
starter/generators, or 150 amps with starter/generators, or 150 amps with
Auxilec starter/generators. Auxilec starter/generators.
(f) Fuel Grade Fuels conforming to (f) Fuel Grade Fuels conforming to
PWA 522 or CPW 46 PWA 522 or CPW 46
“Anti-icing additive per MIL-1-27686 is appro ved for use in the “Anti-icing additive per MIL-1-27686 is appro ved for use in the
above fuels in the amount by v olume of .15% maximum. (See Section above fuels in the amount by v olume of .15% maximum. (See Section
8 for blending and handling procedures.)” 8 for blending and handling procedures.)”
NOTE NOTE
If fuel conforming to PW A 522 or CPW 46 is If fuel conforming to PW A 522 or CPW 46 is

not a vailable, Aviation Gasoline MIL-G-5572 not a vailable, Aviation Gasoline MIL-G-5572
or ASTMD910 all grades may be used for a or ASTMD910 all grades may be used for a
maximum of 150 hours between overhauls. maximum of 150 hours between overhauls.
(g) Oil Grade Refer to the latest revision (g) Oil Grade Refer to the latest revision
of Pratt & Whitney Aircraft of Pratt & Whitney Aircraft
Engine Service Bulletin No. Engine Service Bulletin No.
12001 for approved oils. 12001 for approved oils.
(h) Number of Propellers 2 (h) Number of Propellers 2
(i) Propeller Manufacturer Hartzell (i) Propeller Manufacturer Hartzell
(j) Propeller Hub Model HC-B3TN-3B (j) Propeller Hub Model HC-B3TN-3B
(k) Propeller Blade Model T-10173-B-8 (k) Propeller Blade Model T-10173-B-8
(l) Propeller Diameter (l) Propeller Diameter

Minimum 93 IN. Minimum 93 IN.
Maximum 93 IN. Maximum 93 IN.
(m) Propeller Blade Angles at Propeller (m) Propeller Blade Angles at Propeller
Station 30 at Hydraulic Low Pitch Station 30 at Hydraulic Low Pitch
Stop 20.2° Stop 20.2°
2.9 STARTER LIMITATIONS 2.9 STARTER LIMITATIONS
Use of the starters is limited to 30 seconds ON, one minute OFF , 30 Use of the starters is limited to 30 seconds ON, one minute OFF , 30
seconds ON, one minute OFF , 30 seconds ON, 30 minutes OFF before a seconds ON, one minute OFF , 30 seconds ON, 30 minutes OFF before a
fourth start may be attempted. fourth start may be attempted.
2.11 POWER PLANT INSTRUMENT MARKINGS 2.11 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer (Propeller) (a) Tachometer (Propeller)

Green Arc (Normal Operating Range) 1800 to 2000 RPM Green Arc (Normal Operating Range) 1800 to 2000 RPM
Yellow Arc (Caution) 2000 to 2200 RPM Yellow Arc (Caution) 2000 to 2200 RPM
Radial Red Line (Maximum) 2200 RPM Radial Red Line (Maximum) 2200 RPM
(b) Tachometer (Gas Generator) (b) Tachometer (Gas Generator)
Green Arc (Normal Operating Range) 51 to 101.5% Green Arc (Normal Operating Range) 51 to 101.5%
Radial Red Line (Maximum) 101.5% Radial Red Line (Maximum) 101.5%
(c) Fuel Pressure (c) Fuel Pressure
Green Arc (Normal Operating Range) 15 to 50 PSI Green Arc (Normal Operating Range) 15 to 50 PSI
Yellow Arc (Caution) 5 to 15 PSI Yellow Arc (Caution) 5 to 15 PSI
Radial Red Line (Minimum) 5 PSI Radial Red Line (Minimum) 5 PSI
(d) Fuel Flow (d) Fuel Flow
Green Arc .5 to 5 PPH x 100 Green Arc .5 to 5 PPH x 100
(e) Oil Pressure (e) Oil Pressure
Green Arc (Normal Operating Range) 80 to 100 PSI Green Arc (Normal Operating Range) 80 to 100 PSI
Yellow Arc (Caution) 40 to 80 PSI Yellow Arc (Caution) 40 to 80 PSI
Radial Red Line (Maximum) 100 PSI Radial Red Line (Maximum) 100 PSI
Radial Red Line (Minimum) 40 PSI Radial Red Line (Minimum) 40 PSI
(f) Oil Temperature (Dual Gauge) (f) Oil Temperature (Dual Gauge)
Green Arc (Normal Operating Range) 55°C to 99°C Green Arc (Normal Operating Range) 55°C to 99°C
Yellow Arc (Caution) 0°C to 55°C Yellow Arc (Caution) 0°C to 55°C
Radial Red Line (Maximum) 99°C Radial Red Line (Maximum) 99°C
2-8 2-8
(g) Inter Turbine Temperature (g) Inter Turbine Temperature

Green Arc (Normal Operating Range) 500°C to 685°C Green Arc (Normal Operating Range) 500°C to 685°C
Radial Red Line (Maximum) 700°C Radial Red Line (Maximum) 700°C
(h) Engine Torque (h) Engine Torque
Green Arc (Normal Operating Range) 0 to 1194 LB-FT Green Arc (Normal Operating Range) 0 to 1194 LB-FT
Radial Red Line 1194 LB-FT Radial Red Line 1194 LB-FT
2.13 WEIGHT LIMITS 2.13 WEIGHT LIMITS
It is the responsibility of the airplane o wner and pilot to assure that the It is the responsibility of the airplane o wner and pilot to assure that the
airplane is properly loaded. Maximum allo wable gross weight is 8700 airplane is properly loaded. Maximum allo wable gross weight is 8700
pounds. See “Weight and Balance Section” for loading instructions. pounds. See “Weight and Balance Section” for loading instructions.
(a) Maximum Ramp Weight 8750 LBS (a) Maximum Ramp Weight 8750 LBS
(b) Maximum Takeoff Weight 8700 LBS (b) Maximum Takeoff Weight 8700 LBS
(c) Maximum Landing Weight 8700 LBS (c) Maximum Landing Weight 8700 LBS
(d) Maximum Zero Fuel Weight 7200 LBS (d) Maximum Zero Fuel Weight 7200 LBS
(e) Maximum Weights in Baggage (e) Maximum Weights in Baggage
Compartments Compartments
Forward 300 LBS* Forward 300 LBS*
Aft 200 LBS Aft 200 LBS
WARNING WARNING
When the 7th seat or toilet is occupied, center When the 7th seat or toilet is occupied, center
of gra vity will e xceed the aft limit; therefore, of gra vity will e xceed the aft limit; therefore,
the 7th seat and the aft baggage compartment the 7th seat and the aft baggage compartment
will not be used unless the pilot in command will not be used unless the pilot in command
has determined that suf ficient ballast or has determined that suf ficient ballast or
baggage has been added to the nose baggage baggage has been added to the nose baggage
compartment to pre vent e xceeding the aircraft compartment to pre vent e xceeding the aircraft
aft c.g. limit. aft c.g. limit.
*See Weight and Balance section, para. 6.15(f) Item 181 for the applicable *See Weight and Balance section, para. 6.15(f) Item 181 for the applicable
weight for aircraft serial numbers 31T-7904001 through 31T-7904005 with- weight for aircraft serial numbers 31T-7904001 through 31T-7904005 with-
out Piper Kit No. 763 909 installed. out Piper Kit No. 763 909 installed.
REVISED: DECEMBER 19, 1978 2-9 REVISED: DECEMBER 19, 1978 2-9
2.15 C E N T E R O F G R AV I T Y L I M I T S ( L A N D I N G G E A R 2.15 C E N T E R O F G R AV I T Y L I M I T S ( L A N D I N G G E A R
EXTENDED) EXTENDED)
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
7200 or less 126.5 136.0 7200 or less 126.5 136.0

8500 129.6 136.0 8500 129.6 136.0
8700 (Max. 8700 (Max.
Flight and Flight and
Landing) 130.5 136.0 Landing) 130.5 136.0
8750 (Max. 8750 (Max.
Ramp) 130.8 136.0 Ramp) 130.8 136.0
NOTES NOTES
Straight line variation between points in- Straight line variation between points in-
dicated. dicated.
The Datum Line is located 137.0 inches for- The Datum Line is located 137.0 inches for-
ward of the wing main spar centerline. ward of the wing main spar centerline.
2.17 MANEUVER LIMITS 2.17 MANEUVER LIMITS
This is a normal cate gory airplane. No acrobatic maneuv ers (including This is a normal cate gory airplane. No acrobatic maneuv ers (including
spins) approved. spins) approved.
2.19 FLIGHT MANEUVERING LOAD FACTOR LIMITS 2.19 FLIGHT MANEUVERING LOAD FACTOR LIMITS
(a) Positive Load Factor (Flaps Up) 3.38 G (a) Positive Load Factor (Flaps Up) 3.38 G
(b) Negative Load Factor (Flaps Up) -1.35 G (b) Negative Load Factor (Flaps Up) -1.35 G
(c) Positive Load Factor (Flaps Down) 2.00 G (c) Positive Load Factor (Flaps Down) 2.00 G
NOTE NOTE
No inverted maneuvers approved. No inverted maneuvers approved.
2.21 CREW LIMITS 2.21 CREW LIMITS
Minimum Crew One Pilot Minimum Crew One Pilot
2-10 REVISED: OCTOBER 13, 1978 2-10 REVISED: OCTOBER 13, 1978
2.23 TYPES OF OPERATION LIMITS 2.23 TYPES OF OPERATION LIMITS
The Federal A viation Regulations mak e the operator of an aircraft re- The Federal A viation Regulations mak e the operator of an aircraft re-
sponsible for insuring that suf ficient and proper instruments and equipment sponsible for insuring that suf ficient and proper instruments and equipment
are installed, operating, and calibrated for the type of flight being under- are installed, operating, and calibrated for the type of flight being under-
taken. These regulations (for example, see FAR 91.3(a), 91.25, 91.33, 91.97, taken. These regulations (for example, see FAR 91.3(a), 91.25, 91.33, 91.97,
91.170 and 91.209) also specify the minimum instruments and equipment 91.170 and 91.209) also specify the minimum instruments and equipment
which must be a vailable for the v arious types of flight such as VFR, IFR, which must be a vailable for the v arious types of flight such as VFR, IFR,
night, commercial, air taxi, high altitude, icing and so on. It is recommended night, commercial, air taxi, high altitude, icing and so on. It is recommended
that pilots of this aircraft mak e themselv es f amiliar with these re gulations that pilots of this aircraft mak e themselv es f amiliar with these re gulations
in order to a void violating them. While the re gulations list minimum instru- in order to a void violating them. While the re gulations list minimum instru-
ments and equipment, e xperienced pilots realize that the minimum practical ments and equipment, e xperienced pilots realize that the minimum practical
instruments and equipment depends on the pilot’ s capability, weather, instruments and equipment depends on the pilot’ s capability, weather,
terrain, the flight plan, facilities to be used, whether flight is during daylight terrain, the flight plan, facilities to be used, whether flight is during daylight
or night, at high or lo w altitude, for hire or not, in icing conditions or not, or night, at high or lo w altitude, for hire or not, in icing conditions or not,
and so on. Pilots are cautioned to consider all factors in determining whether and so on. Pilots are cautioned to consider all factors in determining whether
they have all the required equipment for making a particular fight. they have all the required equipment for making a particular fight.
When properly equipped this airplane may be flo wn day or night, VFR When properly equipped this airplane may be flo wn day or night, VFR
or IFR, and in known icing conditions. or IFR, and in known icing conditions.
The certif icating re gulations of the F AA for this airplane require the The certif icating re gulations of the F AA for this airplane require the
manufacturer to specify in the Pilot’ s Operating Handbook the types of manufacturer to specify in the Pilot’ s Operating Handbook the types of
operation for which the airplane is equipped. operation for which the airplane is equipped.
The equipment installed in this aircraft has been substantiated to The equipment installed in this aircraft has been substantiated to
29,000 feet. 29,000 feet.
When this airplane w as deli vered it contained the properly installed When this airplane w as deli vered it contained the properly installed
equipment listed in the W eight and Balance Section of this handbook and, equipment listed in the W eight and Balance Section of this handbook and,
therefore, w as satisf actory for the types of operation indicated belo w by therefore, w as satisf actory for the types of operation indicated belo w by
an asterisk. an asterisk.
(a) (1)___ Day VFR (a) (1)___ Day VFR
(2) ___ Night VFR (2) ___ Night VFR
(b) (1) ___ Day and night IFR after adequate communication and (b) (1) ___ Day and night IFR after adequate communication and
navigation radio has been installed in an F AA appro ved navigation radio has been installed in an F AA appro ved
manner. manner.
(2) ___ Day and night IFR (2) ___ Day and night IFR
2-11 2-11
(c) (1)____ Known icing conditions after required deicing and icing (c) (1)____ Known icing conditions after required deicing and icing
equipment listed for operation in icing conditions has been equipment listed for operation in icing conditions has been
installed in accordance with Piper dra wings or in an F AA installed in accordance with Piper dra wings or in an F AA
approved manner. approved manner.
(2)____ Known icing conditions. (2)____ Known icing conditions.
Operators are warned that if any of the equipment listed as ha ving been Operators are warned that if any of the equipment listed as ha ving been
installed at time of delivery is changed, not operating, or not properly main- installed at time of delivery is changed, not operating, or not properly main-
tained and calibrated, the airplane may not be properly equipped for all the tained and calibrated, the airplane may not be properly equipped for all the
conditions noted abo ve. It is the responsibility of the pilot to determine conditions noted abo ve. It is the responsibility of the pilot to determine
whether the lack of a piece of equipment limits the conditions under which whether the lack of a piece of equipment limits the conditions under which
he may fly the airplane. he may fly the airplane.
AIRCRAFT AIRCRAFT
______________________ ________________ ______________________ ________________

REGISTRATION NO. SERIAL NO. REGISTRATION NO. SERIAL NO.
Owners desiring to mak e changes or additions to the equipment must Owners desiring to mak e changes or additions to the equipment must
have these modif ications done in an F AA-approved manner. All P A-31T1 have these modif ications done in an F AA-approved manner. All P A-31T1
aircraft are deli vered equipped for day and night VFR flight, and for IFR aircraft are deli vered equipped for day and night VFR flight, and for IFR
flight except when there may be insuf ficient communications or na vigation flight except when there may be insuf ficient communications or na vigation
radio. radio.
The performance, handling qualities and structure of the airplane are The performance, handling qualities and structure of the airplane are
approved for instrument flight. approved for instrument flight.
If an owner of an airplane which is approved for VFR flight only desires If an owner of an airplane which is approved for VFR flight only desires
to extend his operations to IFR, he should ha ve radio equipment installed in to extend his operations to IFR, he should ha ve radio equipment installed in
accordance with Piper -approved dra wings or other F AA-approved data accordance with Piper -approved dra wings or other F AA-approved data
(or data approved by the a viation agency of the country of re gistration). The (or data approved by the a viation agency of the country of re gistration). The
owner should insure that the radio equipment is adequate for the ground owner should insure that the radio equipment is adequate for the ground
facilities to be used, is of suf ficiently high quality and reliability, is properly facilities to be used, is of suf ficiently high quality and reliability, is properly
functioning, adjusted and calibrated, and that it is compatible with pre- functioning, adjusted and calibrated, and that it is compatible with pre-
viously installed equipment before authorizing it to be flo wn under instru- viously installed equipment before authorizing it to be flo wn under instru-
ment conditions. ment conditions.
2-12 2-12
This airplane is appro ved for day and night VFR and IFR flight when This airplane is appro ved for day and night VFR and IFR flight when
all of the follo wing conditions ha ve been met: The original equipment or all of the follo wing conditions ha ve been met: The original equipment or
FAA-approved equi valent is installed originally or in an F AA-approved FAA-approved equi valent is installed originally or in an F AA-approved
manner, is functioning properly , and is calibrated in accordance with the manner, is functioning properly , and is calibrated in accordance with the
Federal Aviation Re gulations; and adequate radio communications and Federal Aviation Re gulations; and adequate radio communications and
navigation equipment is installed in the same manner indicated above. navigation equipment is installed in the same manner indicated above.
If the airplane is appro ved for night IFR b ut not for flight in icing If the airplane is appro ved for night IFR b ut not for flight in icing
conditions when deli vered, it will be necessary for an o wner to add all the conditions when deli vered, it will be necessary for an o wner to add all the
equipment listed in this section as required for flight in icing conditions. If equipment listed in this section as required for flight in icing conditions. If
this equipment is properly installed in accordance with Piper -approved this equipment is properly installed in accordance with Piper -approved
drawings and all the other equipment required for night IFR flight is drawings and all the other equipment required for night IFR flight is
installed in an F AA-approved manner, is adequate for the ground f acilities installed in an F AA-approved manner, is adequate for the ground f acilities
to be used, is of suf ficient quality, is functioning properly, and is calibrated to be used, is of suf ficient quality, is functioning properly, and is calibrated
in accordance with the F AR’s, the airplane is appro ved for IFR flight in in accordance with the F AR’s, the airplane is appro ved for IFR flight in
known icing conditions. If anti-icing and deicing equipment is not installed known icing conditions. If anti-icing and deicing equipment is not installed
in accordance with Piper dra wings, FAA appro val or appro val of the in accordance with Piper dra wings, FAA appro val or appro val of the
aviation agenc y of the country of re gistry must be obtained in order to aviation agenc y of the country of re gistry must be obtained in order to
legally conduct flight in icing conditions. legally conduct flight in icing conditions.
If an y of the anti-icing or deicing equipment is missing or not If an y of the anti-icing or deicing equipment is missing or not
functioning, flight through known or forecast icing conditions is prohibited. functioning, flight through known or forecast icing conditions is prohibited.
Pilots are also reminded that oxygen must be a vailable to passengers Pilots are also reminded that oxygen must be a vailable to passengers
and cre w for flights to high cabin altitudes and that special electronic and cre w for flights to high cabin altitudes and that special electronic
equipment is required for flight above specified altitudes. equipment is required for flight above specified altitudes.
FAR 135 places special requirements on air taxi and commercial FAR 135 places special requirements on air taxi and commercial
operators. operators.
In accordance with the FAR’s, this airplane is not properly equipped for In accordance with the FAR’s, this airplane is not properly equipped for
the condition of flight indicated if an y of the equipment listed belo w is not the condition of flight indicated if an y of the equipment listed belo w is not
properly installed, functioning, properly maintained and calibrated properly installed, functioning, properly maintained and calibrated
according to the F AR’s. The pilot is responsible for assuring compliance according to the F AR’s. The pilot is responsible for assuring compliance
with the latest amendments to F AR 91 concerning required equipment. with the latest amendments to F AR 91 concerning required equipment.
(a) Day VFR (a) Day VFR

(1) Airspeed indicator (1) Airspeed indicator
(2) Altimeter (2) Altimeter
(3) Magnetic direction indicator (3) Magnetic direction indicator
(4) Tachometer - Ng and propeller - each engine (4) Tachometer - Ng and propeller - each engine
(5) Oil pressure gauge - each engine (5) Oil pressure gauge - each engine
(6) Stall warning horn (6) Stall warning horn
(7) Oil temperature gauge - each engine (7) Oil temperature gauge - each engine
(8) Torquemeter - each engine (8) Torquemeter - each engine
(9) Fuel gauges (9) Fuel gauges
(10) Engine and propeller deicing - each engine (10) Engine and propeller deicing - each engine
(11) Fuel flow indicator - each engine (11) Fuel flow indicator - each engine
(12) Fire detector - each engine (12) Fire detector - each engine
(13) Free air temperature indicator (13) Free air temperature indicator
(14) Fuel pressure indicator- each engine (14) Fuel pressure indicator- each engine
(15) Inner turbine temperature gauge (ITT) - each engine (15) Inner turbine temperature gauge (ITT) - each engine
(16) Landing gear position indicator (16) Landing gear position indicator
(17) Seat belts - each occupant (17) Seat belts - each occupant
(18) Very pistol and flotation gear over water, if for hire (18) Very pistol and flotation gear over water, if for hire
(19) Encoding altimeter - flight above 12,500 ft. (19) Encoding altimeter - flight above 12,500 ft.
(20) Emergency locator transmitter (ELT) (20) Emergency locator transmitter (ELT)
(21) Starter generator - each engine (21) Starter generator - each engine
(b) Night VFR (b) Night VFR

(1) All equipment required for Day VFR (1) All equipment required for Day VFR
(2) Position lights (2) Position lights
(3) Anti-collision lights (3) Anti-collision lights
(4) Instrument lights (4) Instrument lights
(5) Landing light, if for hire (5) Landing light, if for hire
(c) Day IFR (c) Day IFR

(1) All equipment required for Day VFR (1) All equipment required for Day VFR
(2) Two-way radio for communication (2) Two-way radio for communication
(3) Suitable and adequate navigation radio equipment (3) Suitable and adequate navigation radio equipment
(4) Gyroscopic rate of turn indicator (4) Gyroscopic rate of turn indicator
(5) Bank indicator (5) Bank indicator
(6) Clock with sweep second hand or digital display (6) Clock with sweep second hand or digital display
(7) Sensitive altimeter adjustable for barometric pressure (7) Sensitive altimeter adjustable for barometric pressure
(8) Gyroscopic bank and pitch indicator (8) Gyroscopic bank and pitch indicator
(9) Gyroscopic direction indicator (9) Gyroscopic direction indicator
(10) Pilot’s windshield wiper (10) Pilot’s windshield wiper
(d) Night IFR (d) Night IFR

(1) All equipment required for day and night VFR (1) All equipment required for day and night VFR
(2) All equipment required for Day IFR (2) All equipment required for Day IFR
(e) Flight in Positive Control Areas (e) Flight in Positive Control Areas
(1) Transponder (1) Transponder
2-14 REVISED: AUGUST 28, 1980 2-14 REVISED: AUGUST 28, 1980
(f) Flight in Known Icing Conditions (f) Flight in Known Icing Conditions
(1) All equipment required for night IFR (1) All equipment required for night IFR
(2) Heated windshield (2) Heated windshield
(3) Alternate static source (std. equipment) (3) Alternate static source (std. equipment)
(4) Heated pitot tube (std. equipment) (4) Heated pitot tube (std. equipment)
(5) Heated stall warning vane (std. equipment) (5) Heated stall warning vane (std. equipment)
(6) Wing and tail deicing system (6) Wing and tail deicing system
(7) All weather antennas (7) All weather antennas
(8) Static wicks (8) Static wicks
(9) Engine ice protection system (std. equipment) (9) Engine ice protection system (std. equipment)
(g) Flight When Pressurized (g) Flight When Pressurized

(1) Cabin differential pressure gauge (1) Cabin differential pressure gauge
(2) Cabin pressure altitude gauge (2) Cabin pressure altitude gauge
(3) Oxygen system installed and minimum 10 min. supply for (3) Oxygen system installed and minimum 10 min. supply for
each occupant above 25,000 ft. MSL each occupant above 25,000 ft. MSL
(4) Cabin rate of change gauge (4) Cabin rate of change gauge
NOTE NOTE
NO PRESSURIZED FLIGHT IF ANY NO PRESSURIZED FLIGHT IF ANY

CRACKS ARE OBSER VED IN A WIN- CRACKS ARE OBSER VED IN A WIN-
DOW, WINDSHIELD OR ANY STR UC- DOW, WINDSHIELD OR ANY STR UC-
TURE WITHIN THE PRESSURIZED TURE WITHIN THE PRESSURIZED
AREA OF THE FUSELAGE. AREA OF THE FUSELAGE.
(h) Flight Above 24,000 Feet (h) Flight Above 24,000 Feet
(1) Distance measuring equipment (1) Distance measuring equipment
(i) Flight When Third and Fourth Seats are Reversed (i) Flight When Third and Fourth Seats are Reversed
Serial numbers 31T-7804001 through 31T-7904057 Serial numbers 31T-7804001 through 31T-7904057
(1) Seat headrests (10 minimum height) installed (1) Seat headrests (10 minimum height) installed
(2) Seat backs bolted in upright position (2) Seat backs bolted in upright position
Serial numbers 31T-8004001 and up Serial numbers 31T-8004001 and up

(1) Seat headrests (10 inch minimum height) installed (1) Seat headrests (10 inch minimum height) installed
(2) During takeoff and landing (2) During takeoff and landing
a. Latch seat in position a. Latch seat in position
b. Seat back upright b. Seat back upright
REVISED: AUGUST 28, 1980 2-15 REVISED: AUGUST 28, 1980 2-15
2.25 FUEL LIMITATIONS 2.25 FUEL LIMITATIONS
(a) Fuel capacity when filled to nacelle tank (a) Fuel capacity when filled to nacelle tank
fillers (U.S. gal) (without/with tip tanks) 308/336 fillers (U.S. gal) (without/with tip tanks) 308/336
(b) Fuel capacity when filled to tip tank (b) Fuel capacity when filled to tip tank
fillers (U.S. gal) 374 fillers (U.S. gal) 374
(c) Unusable Fuel (total) (U.S. gal) 8.0 (c) Unusable Fuel (total) (U.S. gal) 8.0
2.27 MAXIMUM OPERATING ALTITUDE LIMIT 2.27 MAXIMUM OPERATING ALTITUDE LIMIT
Maximum Approved Altitude 29,000 FT Maximum Approved Altitude 29,000 FT
NOTE NOTE
See Types of Operation Limits Section for oxy- See Types of Operation Limits Section for oxy-
gen requirement above 25,000 feet. gen requirement above 25,000 feet.
2.29 OUTSIDE AIR TEMPERATURE LIMITS 2.29 OUTSIDE AIR TEMPERATURE LIMITS
Aircraft shall not be operated when tak eoff ambient temperature Aircraft shall not be operated when tak eoff ambient temperature
exceeds ISA + 37°C. exceeds ISA + 37°C.
2.31 CABIN PRESSURIZATION LIMITS 2.31 CABIN PRESSURIZATION LIMITS
Maximum Cabin Differential Pressure 5.5 + .1- .0 PSI Maximum Cabin Differential Pressure 5.5 + .1- .0 PSI
Maximum Cabin Altitude 10,500 FT Maximum Cabin Altitude 10,500 FT
Do not land when airplane cabin is pressurized above .3 psi. Do not land when airplane cabin is pressurized above .3 psi.
2.33 FUEL BOOST PUMP LIMITATIONS 2.33 FUEL BOOST PUMP LIMITATIONS
(a) Both fuel boost pumps must be operati ve for each engine for (a) Both fuel boost pumps must be operati ve for each engine for
takeoff. takeoff.
(b) One fuel boost pump must be operative for each engine for all other (b) One fuel boost pump must be operative for each engine for all other
flight conditions. flight conditions.
2.35 NICKEL-CADMIUM BATTERY LIMITATION 2.35 NICKEL-CADMIUM BATTERY LIMITATION
No takeoffs authorized with “Battery Over Temp” light on. No takeoffs authorized with “Battery Over Temp” light on.
2-16 REVISED: FEBRUARY 2, 1984 2-16 REVISED: FEBRUARY 2, 1984
2.37 PLACARDS 2.37 PLACARDS
On overhead switch (engine control panel) or the left side molding: On overhead switch (engine control panel) or the left side molding:
THIS AIRCRAFT MUST BE OPERA TED AS A NOR- THIS AIRCRAFT MUST BE OPERA TED AS A NOR-
MAL CATEGORY AIRPLANE IN COMPLIANCE MAL CATEGORY AIRPLANE IN COMPLIANCE
WITH THE OPERATING LIMITATIONS STATED IN WITH THE OPERATING LIMITATIONS STATED IN
THE FORM OF PLA CARDS, MARKINGS AND THE FORM OF PLA CARDS, MARKINGS AND
MANUALS, NO A CROBATIC MANEUVERS (IN- MANUALS, NO A CROBATIC MANEUVERS (IN-
CLUDING SPINS) APPROVED. CLUDING SPINS) APPROVED.
FOR TYPES OF OPERA TION SEE PILO T’S OPER- FOR TYPES OF OPERA TION SEE PILO T’S OPER-
ATING HANDBOOK. ATING HANDBOOK.
On o verhead switch (engine control panel) or the left side molding On o verhead switch (engine control panel) or the left side molding
(S/N 31T-7804001 thru 31T-8004057 if Piper Kit No. 764 150 or 764 151 is (S/N 31T-7804001 thru 31T-8004057 if Piper Kit No. 764 150 or 764 151 is
not installed): not installed):
MINIMUM CONTROL SPEED 85 KIAS MINIMUM CONTROL SPEED 85 KIAS

MAX. SP. LG - RET 141 KIAS EXTEND 154 KIAS MAX. SP. LG - RET 141 KIAS EXTEND 154 KIAS
DES. MANUV. SPEED (AT MAX. DES. MANUV. SPEED (AT MAX.
GROSS WT.) 177 KIAS (UP TO 21,500 FT) GROSS WT.) 177 KIAS (UP TO 21,500 FT)
(SEE VMO CHART FOR MANUV. SPEEDS (SEE VMO CHART FOR MANUV. SPEEDS
ABOVE 21,500 FT) ABOVE 21,500 FT)
SEE PILOT’S OPERATING HANDBOOK SEE PILOT’S OPERATING HANDBOOK
FOR ADDITIONAL SPEEDS FOR ADDITIONAL SPEEDS
On the left side molding (S/N 31T -7804001 thru 31T-8004057 if Piper On the left side molding (S/N 31T -7804001 thru 31T-8004057 if Piper
Kit No. 761 150 or 761 151 is installed and 31T-8104001 and up): Kit No. 761 150 or 761 151 is installed and 31T-8104001 and up):
MINIMUM CONTROL SPEED 85 KIAS MINIMUM CONTROL SPEED 85 KIAS

MAX. SP. LG - RET 141 KIAS EXTEND 154 KIAS MAX. SP. LG - RET 141 KIAS EXTEND 154 KIAS
DES. MANUV. SPEED (AT MAX. DES. MANUV. SPEED (AT MAX.
GROSS WT.) 177 KIAS GROSS WT.) 177 KIAS
(UP TO 27,700 FT. WITH TIP TANKS) (UP TO 27,700 FT. WITH TIP TANKS)
(UP TO 24,600 FT. WITHOUT TIP TANKS) (UP TO 24,600 FT. WITHOUT TIP TANKS)
(SEE VMO CHART FOR MANUV. SPEED (SEE VMO CHART FOR MANUV. SPEED
ABOVE THIS ALTITUDE) ABOVE THIS ALTITUDE)
SEE PILOT'S OPERATING HANDBOOK SEE PILOT'S OPERATING HANDBOOK
FOR ADDITIONAL SPEEDS FOR ADDITIONAL SPEEDS
The follo wing placards are so designed and located as to be v ery The follo wing placards are so designed and located as to be v ery
prominent and easily visible to boarding passengers during both day and prominent and easily visible to boarding passengers during both day and
night operations: (Not applicable to aircraft serial numbers 31T -7904001 night operations: (Not applicable to aircraft serial numbers 31T -7904001
through 31T-7904005 without Piper Kit No. 763 909 installed.) through 31T-7904005 without Piper Kit No. 763 909 installed.)
(a) Centered on the window molding above the window adjacent to the (a) Centered on the window molding above the window adjacent to the
7th seat/toilet: 7th seat/toilet:
THIS SEAT MUST NO T BE OCCUPIED WITHOUT PRIOR THIS SEAT MUST NO T BE OCCUPIED WITHOUT PRIOR
APPROVAL OF THE PILOT IN COMMAND. APPROVAL OF THE PILOT IN COMMAND.
(b) On the upper right hand portion of the aft baggage compartment (b) On the upper right hand portion of the aft baggage compartment
close-out panel: close-out panel:
THIS COMPARTMENT MUST NO T BE USED WITHOUT THIS COMPARTMENT MUST NO T BE USED WITHOUT
PRIOR APPROVAL OF THE PILOT IN COMMAND. PRIOR APPROVAL OF THE PILOT IN COMMAND.
On the overhead switch, engine control panel in front of the pilot: (Not On the overhead switch, engine control panel in front of the pilot: (Not
applicable to aircraft serial numbers 31T -7904001 through 31T -7904005 applicable to aircraft serial numbers 31T -7904001 through 31T -7904005
without Piper Kit No. 763 909 installed.) without Piper Kit No. 763 909 installed.)
WARNING WARNING
LOADING THE 7TH SEA T/TOILET OR LOADING THE 7TH SEA T/TOILET OR
AFT B AGGAGE COMPARTMENT WILL AFT B AGGAGE COMPARTMENT WILL
PROBABLY EXCEED THE AFT C.G. PROBABLY EXCEED THE AFT C.G.
LIMIT, AND THE AIRCRAFT’S CON- LIMIT, AND THE AIRCRAFT’S CON-
TROL CHARA CTERISTICS MA Y BE TROL CHARA CTERISTICS MA Y BE
DEGRADED SIGNIFICANTLY, UNLESS DEGRADED SIGNIFICANTLY, UNLESS
THE NOSE B AGGAGE COMPARTMENT THE NOSE B AGGAGE COMPARTMENT
IS LO ADED AS PER WEIGHT AND IS LO ADED AS PER WEIGHT AND
BALANCE SECTION OF THE P .O.H. BALANCE SECTION OF THE P .O.H.
On floor between pilot and copilot seats: On floor between pilot and copilot seats:
EMERGENCY GEAR EXTENSION EMERGENCY GEAR EXTENSION

DEPRESSURIZE CABIN DEPRESSURIZE CABIN
LIFT ACCESS PANEL LIFT ACCESS PANEL
Extension instructions on reverse side. Extension instructions on reverse side.
On underside of emergency gear extension door: On underside of emergency gear extension door:
1. PLACE GEAR SELECT OR HANDLE IN THE 1. PLACE GEAR SELECT OR HANDLE IN THE
DOWN POSITION. DOWN POSITION.
2. PULL EMERGENCY PUMP HANDLE OUT AS 2. PULL EMERGENCY PUMP HANDLE OUT AS
FAR AS POSSIBLE. FAR AS POSSIBLE.
3. PUMP HANDLE UP AND DO WN UNTIL ALL 3 3. PUMP HANDLE UP AND DO WN UNTIL ALL 3
GREEN LIGHTS COME ON. CONTINUE PUMP- GREEN LIGHTS COME ON. CONTINUE PUMP-
ING UNTIL PRESSURE B UILDS UP AND SELEC- ING UNTIL PRESSURE B UILDS UP AND SELEC-
TOR HANDLE RETURNS TO NEUTRAL. TOR HANDLE RETURNS TO NEUTRAL.
On each end of fuel system control console (without optional tip tanks): On each end of fuel system control console (without optional tip tanks):
FUEL ON ON FUEL FUEL ON ON FUEL

FIREWALL SHUT-OFF FIREWALL SHUT-OFF FIREWALL SHUT-OFF FIREWALL SHUT-OFF
LEFT TANK RIGHT TANK LEFT TANK RIGHT TANK
150.0 GAL. 150.0 GAL. 150.0 GAL. 150.0 GAL.
On each end of fuel system control console (with optional tip tanks): On each end of fuel system control console (with optional tip tanks):
FUEL ON ON FUEL FUEL ON ON FUEL

FIREWALL SHUT-OFF FIREWALL SHUT-OFF FIREWALL SHUT-OFF FIREWALL SHUT-OFF
LEFT TANK RIGHT TANK LEFT TANK RIGHT TANK
183.0 GAL. 183.0 GAL. 183.0 GAL. 183.0 GAL.
On the right side of the cabin: On the right side of the cabin:
Aircraft serial numbers 31T-78004001 through 31T-7904057 Aircraft serial numbers 31T-78004001 through 31T-7904057
EMERGENCY EXIT EMERGENCY EXIT

REMOVE GLASS REMOVE GLASS
Aircraft serial numbers 31T-804001 and up Aircraft serial numbers 31T-804001 and up

REMOVE GLASS REMOVE GLASS
PULL DOOR IN - LIFT UP PULL DOOR IN - LIFT UP
On handle beneath glass: On handle beneath glass:
PULL PULL
On forw ard baggage compartment door: (Not applicable to aircraft On forw ard baggage compartment door: (Not applicable to aircraft
serial numbers 31T -7904001 through 31T -7904005 without Piper Kit No. serial numbers 31T -7904001 through 31T -7904005 without Piper Kit No.
763 909 installed. 763 909 installed.
BAGGAGE CAPACITY BAGGAGE CAPACITY

300 LBS MAX 300 LBS MAX
SEE LOADING SCHEDULE SEE LOADING SCHEDULE
On forw ard baggage compartment door: (Applicable to aircraft serial On forw ard baggage compartment door: (Applicable to aircraft serial
numbers 31T-7904001 through 31T-7904005 without Piper Kit No. 763 909 numbers 31T-7904001 through 31T-7904005 without Piper Kit No. 763 909
installed.) installed.)
MAXIMUM BAGGAGE XXX LBS MAXIMUM BAGGAGE XXX LBS

(See Weight and Balance Section, para. 6.15(f) Item 181 for applicable (See Weight and Balance Section, para. 6.15(f) Item 181 for applicable
weight.) weight.)
On rear bulkhead in rear baggage compartment: On rear bulkhead in rear baggage compartment:
MAXIMUM BAGGAGE 200 LBS MAXIMUM BAGGAGE 200 LBS

On rear bulkhead in rear baggage compartment On rear bulkhead in rear baggage compartment
CAUTION OPENINGS IN THIS P ANEL ARE FOR CAUTION OPENINGS IN THIS P ANEL ARE FOR
PRESSURIZED CABIN OUTFLO W AIR DO NO T PRESSURIZED CABIN OUTFLO W AIR DO NO T
OBSTRUCT OBSTRUCT
On instrument panel: On instrument panel:
AIRCRAFT NOT APPROVED FOR LANDING AIRCRAFT NOT APPROVED FOR LANDING
WHEN PRESSURIZED WHEN PRESSURIZED
On instrument panel (S/N 31T-7804001 through 31T-8104070): On instrument panel (S/N 31T-7804001 through 31T-8104070):
CAUTION CAUTION
DO NO T OPERA TE WINDSHIELD DO NO T OPERA TE WINDSHIELD

WIPER ABO VE 153 KIAS OR ON DR Y WIPER ABO VE 153 KIAS OR ON DR Y
WINDSHIELD. WINDSHIELD.
On control pedestal (S/N 31T-8104071 and up): On control pedestal (S/N 31T-8104071 and up):
DO NOT OPERATE ABOVE 153 KIAS DO NOT OPERATE ABOVE 153 KIAS
OR ON DRY WINDSHIELD OR ON DRY WINDSHIELD
On magnetic compass: On magnetic compass:
COMPASS ERRATIC WHEN WINDSHIELD COMPASS ERRATIC WHEN WINDSHIELD

HEAT IS ON HEAT IS ON
On instrument panel adjacent to cabin air recirculation detent: On instrument panel adjacent to cabin air recirculation detent:
DO NOT USE DURING FLIGHT DO NOT USE DURING FLIGHT
On window molding near aft f acing seat: (Aircraft with serial numbers On window molding near aft f acing seat: (Aircraft with serial numbers
31T-7804001 through 31T-7904057) 31T-7804001 through 31T-7904057)
REQUIREMENTS FOR OCCUPANCY OF AFT FACING SEAT: REQUIREMENTS FOR OCCUPANCY OF AFT FACING SEAT:
1. SEAT HEADREST (10” MIN. HT.) INSTALLED 1. SEAT HEADREST (10” MIN. HT.) INSTALLED
2. SEAT BACK BOLTED IN UPRIGHT POSITION 2. SEAT BACK BOLTED IN UPRIGHT POSITION
On window molding near aft f acing seat: (Aircraft with serial numbers On window molding near aft f acing seat: (Aircraft with serial numbers
31T-8004001 and up) 31T-8004001 and up)
REQUIREMENTS FOR OCCUPANCY OF AFT FACING SEAT REQUIREMENTS FOR OCCUPANCY OF AFT FACING SEAT
1. SEAT HEADREST (10” MIN. HT.) INSTALLED 1. SEAT HEADREST (10” MIN. HT.) INSTALLED
2. DURING TAKE-OFF AND LANDING 2. DURING TAKE-OFF AND LANDING
a. LATCH SEAT IN POSITION a. LATCH SEAT IN POSITION
b. SEAT BACK UPRIGHT b. SEAT BACK UPRIGHT
On crew window moldings: On crew window moldings:
STOW CREW ARMREST STOW CREW ARMREST

FOR TAKEOFF AND LANDING FOR TAKEOFF AND LANDING
On crew window molding (S/N 31T -8104063 and up) and on 3rd, 4th On crew window molding (S/N 31T -8104063 and up) and on 3rd, 4th
and 5th passenger seat molding: and 5th passenger seat molding:
DURING TAKEOFF AND LANDING DURING TAKEOFF AND LANDING

1. LATCH SEAT IN POSITION 1. LATCH SEAT IN POSITION
2. SEAT BACK UPRIGHT 2. SEAT BACK UPRIGHT
On lower center line of each window frame with lateral tracking seat: On lower center line of each window frame with lateral tracking seat:
LATCH SEATS LATCH SEATS

UPRIGHT AND OUTBOARD UPRIGHT AND OUTBOARD
FOR TAKEOFF AND LANDING FOR TAKEOFF AND LANDING
On 6th seat window molding: On 6th seat window molding:
DURING TAKE-OFF AND LANDING DURING TAKE-OFF AND LANDING

1. LATCH SEAT IN POSITION 1. LATCH SEAT IN POSITION
2. SEAT BACK UPRIGHT 2. SEAT BACK UPRIGHT
3. WHEN SIDE FACING TOILET IS OCCUPIED 3. WHEN SIDE FACING TOILET IS OCCUPIED
LATCH SEAT IN AFT POSITION LATCH SEAT IN AFT POSITION
On the cabin headliner: On the cabin headliner:
PULL OXYGEN PULL OXYGEN
In cabin headliner oxygen compartment (S/N 31T -8104042, 31T- In cabin headliner oxygen compartment (S/N 31T -8104042, 31T-
8104047, 31T-8104049, 31T-8104052, 31T-8104059, 31T-8104062 and 8104047, 31T-8104049, 31T-8104052, 31T-8104059, 31T-8104062 and
up): up):
WARNING WARNING
DO NO T SMOKE WHILE O XYGEN IS IN USE. DO NO T SMOKE WHILE O XYGEN IS IN USE.

LANYARD PIN MUST BE REMO VED T O START LANYARD PIN MUST BE REMO VED T O START
FLOW OF O XYGEN. LANYARD PIN MUST BE RE- FLOW OF O XYGEN. LANYARD PIN MUST BE RE-
INSERTED TO STOP FLOW OF OXYGEN. INSERTED TO STOP FLOW OF OXYGEN.
2-22 REVISED: DECEMBER 15, 1981 2-22 REVISED: DECEMBER 15, 1981
On left window molding: On left window molding:
TURN ANTI-COLLISION OFF UPON ENTERING TURN ANTI-COLLISION OFF UPON ENTERING
CLOUDS, FOG AND HAZE CLOUDS, FOG AND HAZE
On left windo w molding (Serial numbers 31T -7804001 through 31T- On left windo w molding (Serial numbers 31T -7804001 through 31T-
7804011): 7804011):
NO FLAT SELECTION WITH AUTO PILOT ENGAGED NO FLAT SELECTION WITH AUTO PILOT ENGAGED
On instrument panel adjacent to cigar lighter receptacle: On instrument panel adjacent to cigar lighter receptacle:
FOR CIGAR FOR CIGAR

LIGHTER ONLY LIGHTER ONLY
Near nacelle and tip tank fuel fillers: Near nacelle and tip tank fuel fillers:
FUEL FUEL
USE AVIATION KEROSENE USE AVIATION KEROSENE
SEE AIRPLANE FLIGHT MANUAL SEE AIRPLANE FLIGHT MANUAL
FOR ALTERNATE FUELS FOR ALTERNATE FUELS
WARNING WARNING
FILL THRU NACELLE FILLER FILL THRU NACELLE FILLER
COMPLETE FUELING THRU TIP TANK COMPLETE FUELING THRU TIP TANK
2.39 NOISE LEVEL (SERIAL NUMBERS 31T-8004001 AND UP) 2.39 NOISE LEVEL (SERIAL NUMBERS 31T-8004001 AND UP)
The corrected noise level of this aircraft is 75.0d B(a) determined at the The corrected noise level of this aircraft is 75.0d B(a) determined at the
maximum normal operating po wer of 2000 RPM and 1194 lb .-ft. of torque. maximum normal operating po wer of 2000 RPM and 1194 lb .-ft. of torque.
No determination has been made by the Federal A viation Administra- No determination has been made by the Federal A viation Administra-
tion that the noise le vels or this airplane are or should be acceptable or tion that the noise le vels or this airplane are or should be acceptable or
unacceptable for operation at, into or out of any airport. unacceptable for operation at, into or out of any airport.
The abo ve statement not withstanding the noise le vel stated abo ve The abo ve statement not withstanding the noise le vel stated abo ve
verified by and appro ved by the Federal A viation Administration in noise verified by and appro ved by the Federal A viation Administration in noise
level test flights conducted in accordance with F AR 36 Appendix “F” level test flights conducted in accordance with F AR 36 Appendix “F”
Amendment # 10 “Noise Standards: Aircraft T ype and Airw orthiness Amendment # 10 “Noise Standards: Aircraft T ype and Airw orthiness
Certification.” The aircraft noise is in compliance with all F AR 36 noise Certification.” The aircraft noise is in compliance with all F AR 36 noise
standards applicable to this type. standards applicable to this type.
2.41 SERVICE LIFE LIMITS 2.41 SERVICE LIFE LIMITS
The ele vator do wn spring (P/N 51484) must be replaced upon the The ele vator do wn spring (P/N 51484) must be replaced upon the
accumulation of 2000 flight hours. accumulation of 2000 flight hours.
REPORT: 2124 ISSUED: FEBRUARY 2, 1984 REPORT: 2124 ISSUED: FEBRUARY 2, 1984
2-24 2-24
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 Checklist .................................................................. 3-2 3.3 Emergency Checklist .................................................................. 3-2
Speeds .................................................................................... 3-2 Speeds .................................................................................... 3-2
Engine Inoperative Procedures .............................................. 3-2 Engine Inoperative Procedures .............................................. 3-2
Engine Fire on Ground........................................................... 3-7 Engine Fire on Ground........................................................... 3-7
Engine Fire in Flight .............................................................. 3-7 Engine Fire in Flight .............................................................. 3-7
Engine Fire Extinguisher Operation (Optional)..................... 3-8 Engine Fire Extinguisher Operation (Optional)..................... 3-8
Overspeed Propeller............................................................... 3-8 Overspeed Propeller............................................................... 3-8
High Oil Temperature ............................................................ 3-9 High Oil Temperature ............................................................ 3-9
Loss of Oil Pressure ............................................................... 3-9 Loss of Oil Pressure ............................................................... 3-9
Rough Air Operation.............................................................. 3-9 Rough Air Operation.............................................................. 3-9
Electrical Malfunctions.......................................................... 3-9 Electrical Malfunctions.......................................................... 3-9
Pressurization System Malfunction ....................................... 3-12 Pressurization System Malfunction ....................................... 3-12
Emergency Oxygen System ................................................... 3-13 Emergency Oxygen System ................................................... 3-13
Crossfeed Procedure .............................................................. 3-13 Crossfeed Procedure .............................................................. 3-13
Emergency Descent Procedures............................................. 3-14 Emergency Descent Procedures............................................. 3-14
Emergency Gear Extension.................................................... 3-14 Emergency Gear Extension.................................................... 3-14
Gear Up Landing.................................................................... 3-14 Gear Up Landing.................................................................... 3-14
Emergency Exit...................................................................... 3-15 Emergency Exit...................................................................... 3-15
Asymmetric Flap Condition................................................... 3-15 Asymmetric Flap Condition................................................... 3-15
Flap System Malfunction....................................................... 3-16 Flap System Malfunction....................................................... 3-16
Flight with Primary Longitudinal Control Failed .................. 3-16a Flight with Primary Longitudinal Control Failed .................. 3-16a
3.5 Amplified Emergency Procedures (General).............................. 3-17 3.5 Amplified Emergency Procedures (General).............................. 3-17
3.7 Engine Inoperative Procedures ................................................... 3-17 3.7 Engine Inoperative Procedures ................................................... 3-17
Identifying Dead Engine and Verifying Power Loss .................. 3-18 Identifying Dead Engine and Verifying Power Loss .................. 3-18
Engine Securing Procedure (Feathering Procedure)................... 3-18 Engine Securing Procedure (Feathering Procedure)................... 3-18
Engine Failure During Takeoff ................................................... 3-18 Engine Failure During Takeoff ................................................... 3-18

3-i 3-i
TABLE OF CONTENTS (cont) TABLE OF CONTENTS (cont)
SECTION 3 (cont) SECTION 3 (cont)

No No. No No.
Engine Failure During Flight (above 85 KIAS)..................... 3-19 Engine Failure During Flight (above 85 KIAS)..................... 3-19
Engine Failure During Flight (below 85 KIAS) .................... 3-19 Engine Failure During Flight (below 85 KIAS) .................... 3-19
Intentional Shutdown and Restart of One Engine.................. 3-19 Intentional Shutdown and Restart of One Engine.................. 3-19
Engine Flameout (2nd Engine) .............................................. 3-20 Engine Flameout (2nd Engine) .............................................. 3-20
Single-Engine Approach and Landing ................................... 3-20 Single-Engine Approach and Landing ................................... 3-20
Single-Engine Go-Around ..................................................... 3-21 Single-Engine Go-Around ..................................................... 3-21
Air Start (Starter Assist)......................................................... 3-22 Air Start (Starter Assist)......................................................... 3-22
Air Start - Windmilling Engine and Propeller Air Start - Windmilling Engine and Propeller
(Ng above 10%) (No Starter Assist) ...................................... 3-23 (Ng above 10%) (No Starter Assist) ...................................... 3-23
Air Start - Emergency (Ng below 10%)................................. 3-24 Air Start - Emergency (Ng below 10%)................................. 3-24
3.9 Engine Fire on Ground ............................................................... 3-24 3.9 Engine Fire on Ground ............................................................... 3-24
3.11 Engine Fire in Flight................................................................... 3-25 3.11 Engine Fire in Flight................................................................... 3-25
3.13 Engine Fire Extinguisher Operation (Optional 3.13 Engine Fire Extinguisher Operation (Optional
Equipment) ................................................................................. 3-26 Equipment) ................................................................................. 3-26
3.15 Overspeeding Propeller .............................................................. 3-26 3.15 Overspeeding Propeller .............................................................. 3-26
3.17 High Oil Temperature ................................................................. 3-27 3.17 High Oil Temperature ................................................................. 3-27
3.19 Loss of Oil Pressure.................................................................... 3-27 3.19 Loss of Oil Pressure.................................................................... 3-27
3.21 Rough Air Operation................................................................... 3-27 3.21 Rough Air Operation................................................................... 3-27
3.23 Electrical Malfunctions............................................................... 3-27 3.23 Electrical Malfunctions............................................................... 3-27
Battery Overtemp................................................................... 3-27 Battery Overtemp................................................................... 3-27
Single Generator Failure ........................................................ 3-27 Single Generator Failure ........................................................ 3-27
Generator Bus Tie Circuit Breaker Out ................................. 3-27 Generator Bus Tie Circuit Breaker Out ................................. 3-27
Battery Circuit Breaker Out ................................................... 3-27 Battery Circuit Breaker Out ................................................... 3-27
Dual Generator Failure .......................................................... 3-27 Dual Generator Failure .......................................................... 3-27
Avionics Bus Failure.............................................................. 3-28 Avionics Bus Failure.............................................................. 3-28
Abnormal Deice Ammeter Readings ..................................... 3-29 Abnormal Deice Ammeter Readings ..................................... 3-29
Electrical Fire......................................................................... 3-29 Electrical Fire......................................................................... 3-29

3-ii 3-ii

No No. No No.
3.25 Pressurization System Malfunction ............................................ 3-30 3.25 Pressurization System Malfunction ............................................ 3-30
Differential Pressure Above 5.7 psi or Differential Pressure Above 5.7 psi or
Continual Cabin Pressure Fluctuation at 5.5 psi Continual Cabin Pressure Fluctuation at 5.5 psi
(Serial Numbers 31T-7804001 through (Serial Numbers 31T-7804001 through
31T-7804011)......................................................................... 3-30 31T-7804011)......................................................................... 3-30
Differential Pressure Above 5.7 psi or Differential Pressure Above 5.7 psi or
Continual Cabin Pressure Fluctuation at 5.5 psi Continual Cabin Pressure Fluctuation at 5.5 psi
(Serial Numbers 31T-7904001 and up).................................. 3-30 (Serial Numbers 31T-7904001 and up).................................. 3-30
Rapid Increase in Differential Pressure or Rapid Increase in Differential Pressure or
Smoke or Fumes in Cabin...................................................... 3-31 Smoke or Fumes in Cabin...................................................... 3-31
Cabin Altitude Above 10,500 Feet......................................... 3-31 Cabin Altitude Above 10,500 Feet......................................... 3-31
3.27 Emergency Oxygen System........................................................ 3-32 3.27 Emergency Oxygen System........................................................ 3-32
3.29 Crossfeed Procedure ................................................................... 3-33 3.29 Crossfeed Procedure ................................................................... 3-33
3 31 Emergency Descent Procedure ................................................... 3-34 3 31 Emergency Descent Procedure ................................................... 3-34
3.33 Emergency Gear Extension ........................................................ 3-34 3.33 Emergency Gear Extension ........................................................ 3-34
3 35 Gear Up Landing ........................................................................ 3-35 3 35 Gear Up Landing ........................................................................ 3-35
3.37 Emergency Exit........................................................................... 3-35 3.37 Emergency Exit........................................................................... 3-35
3.39 Asymmetric Flap Condition (Serial Numbers 3.39 Asymmetric Flap Condition (Serial Numbers
31T-7804001 through 31T-7804011) ..................................... 3-36 31T-7804001 through 31T-7804011) ..................................... 3-36
3.40 Flap System Malfunction (Serial Numbers 3.40 Flap System Malfunction (Serial Numbers
31T-7904001 and up) ............................................................. 3-37 31T-7904001 and up) ............................................................. 3-37
3.41 Alternate Static Source ............................................................... 3-37 3.41 Alternate Static Source ............................................................... 3-37
3 43 Flight With Primary Longitudinal Control Failed ...................... 3-38 3 43 Flight With Primary Longitudinal Control Failed ...................... 3-38
3 45 Annunciator Failure .................................................................... 3-38 3 45 Annunciator Failure .................................................................... 3-38
Illumination of Annunciator Power Display Light ................ 3-39 Illumination of Annunciator Power Display Light ................ 3-39
Internal Bias Supply Failure .................................................. 3-40 Internal Bias Supply Failure .................................................. 3-40
Dimmer Circuit Failure.......................................................... 3-41 Dimmer Circuit Failure.......................................................... 3-41

3-iii 3-iii
PA-31T1, CHEYENNE I EMERGENCY PROCEDURES PA-31T1, CHEYENNE I EMERGENCY PROCEDURES
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES
The recommended procedures for coping with v arious types of emer - The recommended procedures for coping with v arious types of emer -
gencies and critical situations are pro vided in this section. All of the required gencies and critical situations are pro vided in this section. All of the required
(FAA regulations) emergency procedures and those necessary for the safe (FAA regulations) emergency procedures and those necessary for the safe
operation of the airplane as determined by the operating and design features operation of the airplane as determined by the operating and design features
of the airplane are presented. of the airplane are presented.
Emergency procedures associated with those optional systems and Emergency procedures associated with those optional systems and
equipment which require handbook supplements are pro vided in Section 9 equipment which require handbook supplements are pro vided in Section 9
The f irst portion of this section consists of an abbre viated emer gency The f irst portion of this section consists of an abbre viated emer gency
check list which supplies an action sequence for critical situations with little check list 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 presents amplif ied emergency procedures The remainder of the section presents amplif ied emergency procedures
containing additional information to provide the pilot with a more complete containing additional information to provide the pilot with a more complete
understanding of the procedures. 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, b ut are not a substitute for sound judgment particular condition described, b ut are not a substitute for sound judgment
and common sense. Pilots should familiarize themselves with the procedures and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to tak e appropriate action should an given in this section and be prepared to tak e appropriate action should an
emergency arise. emergency arise.
Most basic emer gency procedures, such as po wer of f landings, are a Most basic emer gency procedures, such as po wer of f landings, are a
normal part of pilot training. Although these emer gencies are discussed normal part of pilot training. Although these emer gencies are discussed
here, this information is not intended to replace such training, b ut only to here, this information is not intended to replace such training, b ut only to
provide a source of reference and review, and to provide information on pro- provide a source of reference and review, and to provide information on pro-
cedures which are not the same for all aircraft. It is suggested that the pilot cedures which are not the same for all aircraft. It is suggested that the pilot
review standard emer gency procedures periodically to remain prof icient in review standard emer gency procedures periodically to remain prof icient in
them. them.
3-1 3-1
EMERGENCY PROCEDURES PA-31T1, CHEYENNE I EMERGENCY PROCEDURES PA-31T1, CHEYENNE I
3.3 EMERGENCY CHECK LIST 3.3 EMERGENCY CHECK LIST
SPEEDS SPEEDS
Air minimum control speed ..............................................................85 KIAS Air minimum control speed ..............................................................85 KIAS
Best single-engine rate of climb speed............................................110 KIAS Best single-engine rate of climb speed............................................110 KIAS
Best single-engine angle of climb speed .........................................104 KIAS Best single-engine angle of climb speed .........................................104 KIAS
ENGINE INOPERATIVE PROCEDURES ENGINE INOPERATIVE PROCEDURES
ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
Power lever ............................................................................................IDLE Power lever ............................................................................................IDLE

Propeller ...................................................................................FEATHERED Propeller ...................................................................................FEATHERED
Condition lever ......................................................................................STOP Condition lever ......................................................................................STOP
Firewall shut-off valve (unless practicing) ...............................................OFF Firewall shut-off valve (unless practicing) ...............................................OFF
Generator switch/Generator trip switch ...................................................OFF Generator switch/Generator trip switch ...................................................OFF
Fuel pump inop. engine (unless practicing) .............................................OFF Fuel pump inop. engine (unless practicing) .............................................OFF
Oil cooler door ...................................................................................CLOSE Oil cooler door ...................................................................................CLOSE
Prop sync .................................................................................................OFF Prop sync .................................................................................................OFF
Electrical load ......................................................................................reduce Electrical load ......................................................................................reduce
Crossfeed...........................................................................................consider Crossfeed...........................................................................................consider
ENGINE FAILURE DURING TAKEOFF (below 90 KIAS) ENGINE FAILURE DURING TAKEOFF (below 90 KIAS)
Power levers...........................................................................................IDLE Power levers...........................................................................................IDLE

Brakes ...........................................................................................as required Brakes ...........................................................................................as required
Power levers..................................................................REVERSE as desired Power levers..................................................................REVERSE as desired
Stop straight ahead. Stop straight ahead.
If insufficient runway remains for a safe stop: If insufficient runway remains for a safe stop:
Condition levers ....................................................................................STOP Condition levers ....................................................................................STOP
Firewall shut-off valves ...........................................................................OFF Firewall shut-off valves ...........................................................................OFF
Battery masters ........................................................................................OFF Battery masters ........................................................................................OFF
Generators/Generator trip switches..........................................................OFF Generators/Generator trip switches..........................................................OFF
3-2 REVISED: NOVEMBER 14, 1980 3-2 REVISED: NOVEMBER 14, 1980
ENGINE FAILURE DURING TAKEOFF (90 KIAS or above) ENGINE FAILURE DURING TAKEOFF (90 KIAS or above)
Airspeed....................................................................................90 KIAS min. Airspeed....................................................................................90 KIAS min.

Directional control ............................................................................maintain Directional control ............................................................................maintain
Power (operative engine) ...............................................maximum (500 SHP) Power (operative engine) ...............................................maximum (500 SHP)
Gear...............................................................................................RETRACT Gear...............................................................................................RETRACT
Prop (inop. engine) ........................................................................FEATHER Prop (inop. engine) ........................................................................FEATHER
Airspeed .....................................................................accelerate to 104 KIAS Airspeed .....................................................................accelerate to 104 KIAS
until clear of obstacles; until clear of obstacles;
then 110 KIAS then 110 KIAS
Trim...............................................................................5° bank angle toward Trim...............................................................................5° bank angle toward
operative engine operative engine
Climb ........................................................................................straight ahead Climb ........................................................................................straight ahead
(Avoid obstacles and (Avoid obstacles and
attain sufficient altitude attain sufficient altitude
to execute single-engine to execute single-engine
landing procedure.) landing procedure.)
Inop. engine..........................................................................complete Engine Inop. engine..........................................................................complete Engine
Securing Procedure Securing Procedure
Land as soon as practical at nearest suitable airport. Land as soon as practical at nearest suitable airport.
ENGINE FAILURE DURING FLIGHT (above 85 KIAS) ENGINE FAILURE DURING FLIGHT (above 85 KIAS)
Airspeed ........................................................................attain 110 KIAS min. Airspeed ........................................................................attain 110 KIAS min.
Inop. eng............................................................................identify and verify Inop. eng............................................................................identify and verify
Air start ...............................................................................................attempt Air start ...............................................................................................attempt
If Air Start unsuccessful: If Air Start unsuccessful:
Engine securing procedure ...............................................................complete Engine securing procedure ...............................................................complete
Land at nearest suitable airport. Land at nearest suitable airport.
ENGINE FAILURE DURING FLIGHT (below 85 KIAS) ENGINE FAILURE DURING FLIGHT (below 85 KIAS)
Rudder........................................................................................apply toward Rudder........................................................................................apply toward

operative engine operative engine
Power levers (both engines) ................................................retard to stop turn Power levers (both engines) ................................................retard to stop turn
Pitch attitude..............................................................................lower nose to Pitch attitude..............................................................................lower nose to
accelerate above accelerate above
85 KIAS 85 KIAS
REVISED: OCTOBER 13, 1978 3-3 REVISED: OCTOBER 13, 1978 3-3
Operative eng. .....................................................................increase power as Operative eng. .....................................................................increase power as

airspeed increases airspeed increases
above 85 KIAS above 85 KIAS
Air start ...............................................................................................attempt Air start ...............................................................................................attempt
If Air Start unsuccessful: If Air Start unsuccessful:
Land at nearest suitable airport. Land at nearest suitable airport.
INTENTIONAL SHUTDOWN OF ONE ENGINE INTENTIONAL SHUTDOWN OF ONE ENGINE
Gen. switch of eng. to be shut down Gen. switch of eng. to be shut down
(prior to eng. power removal) ................................................................OFF (prior to eng. power removal) ................................................................OFF
Engine shutdown procedures .....................................................accomplished Engine shutdown procedures .....................................................accomplished
ENGINE FLAMEOUT (2ND ENGINE) ENGINE FLAMEOUT (2ND ENGINE)

Prop control ....................................................................DO NOT FEATHER Prop control ....................................................................DO NOT FEATHER
Air start procedure.....................................................................accomplished Air start procedure.....................................................................accomplished
SINGLE-ENGINE APPROACH AND LANDING SINGLE-ENGINE APPROACH AND LANDING
Engine securing procedure .............................................................completed Engine securing procedure .............................................................completed

Fuel source .........................................................................NO CROSSFEED Fuel source .........................................................................NO CROSSFEED
Gear handle................................................................................................UP Gear handle................................................................................................UP
Gear handle (hyd. pump check) ..................................returned to NEUTRAL Gear handle (hyd. pump check) ..................................returned to NEUTRAL
Seat belts and smoking sign ......................................................................ON Seat belts and smoking sign ......................................................................ON
Non-essential bus ......................................................................................ON Non-essential bus ......................................................................................ON
Flaps (on downwind leg).....................................................approach position Flaps (on downwind leg).....................................................approach position
Airspeed..................................................................................110 KIAS min. Airspeed..................................................................................110 KIAS min.
Cabin.........................................................................................depressurized Cabin.........................................................................................depressurized
Prop control .................................................................................full forward Prop control .................................................................................full forward
Autopilot/Yaw damper .............................................................................OFF Autopilot/Yaw damper .............................................................................OFF
Landing gear .......................................................................................DOWN Landing gear .......................................................................................DOWN
Flaps (when landing assured) .......................................................full DOWN Flaps (when landing assured) .......................................................full DOWN
Reverse ....................................................................apply carefully if needed Reverse ....................................................................apply carefully if needed
SINGLE-ENGINE GO-AROUND SINGLE-ENGINE GO-AROUND

Power .......................................................................................500 SHP max. Power .......................................................................................500 SHP max.
Flaps..........................................................................................................15° Flaps..........................................................................................................15°
Gear ..................................................................................................retracted Gear ..................................................................................................retracted
Flaps....................................................................................................full UP Flaps....................................................................................................full UP
Trim ................................................................................................as desired Trim ................................................................................................as desired
AIR STARTING AIR STARTING
STARTER ASSIST STARTER ASSIST
Non-essential bus.....................................................................................OFF Non-essential bus.....................................................................................OFF

Radar ................................................................................STANDBY or OFF Radar ................................................................................STANDBY or OFF
Electrical load............................................................................min. required Electrical load............................................................................min. required
Prop........................................................................................operating range Prop........................................................................................operating range
Fuel quantity ......................................................................................checked Fuel quantity ......................................................................................checked
Firewall shut-off valve ..............................................................................ON Firewall shut-off valve ..............................................................................ON
Fuel pump .................................................................................................ON Fuel pump .................................................................................................ON
Ignition......................................................................................................ON Ignition......................................................................................................ON
Generators/Generator trip switches..................................................both OFF Generators/Generator trip switches..................................................both OFF
Starter........................................................................................................ON Starter........................................................................................................ON
Turbine speed (Ng) ..............................................................stabilized at 12% Turbine speed (Ng) ..............................................................stabilized at 12%
Condition lever .......................................................................................RUN Condition lever .......................................................................................RUN
Ignition light ...............................................................................................on Ignition light ...............................................................................................on
Generator - op. eng. (if Ng stabilizes below 12%).....................................ON Generator - op. eng. (if Ng stabilizes below 12%).....................................ON
Power and prop controls ................................................................as required Power and prop controls ................................................................as required
Starter (at 52% Ng)..................................................................................OFF Starter (at 52% Ng)..................................................................................OFF
Ignition switch .........................................................................................OFF Ignition switch .........................................................................................OFF
Generators (above 68% Ng) ..............................................................both ON Generators (above 68% Ng) ..............................................................both ON
Generator bus tie C/Bs .......................................................................checked Generator bus tie C/Bs .......................................................................checked
WINDMILLING ENGINE AND PR OPELLER (Ng ABOVE 12%) (NO WINDMILLING ENGINE AND PR OPELLER (Ng ABOVE 12%) (NO
STARTER ASSIST) STARTER ASSIST)

Radar ................................................................................STANDBY or OFF Radar ................................................................................STANDBY or OFF
Electrical load............................................................................min. required Electrical load............................................................................min. required
Prop control ...........................................................................full FORWARD Prop control ...........................................................................full FORWARD
Firewall shut-off valve ..............................................................................ON Firewall shut-off valve ..............................................................................ON
Generator (inop. eng.)..............................................................................OFF Generator (inop. eng.)..............................................................................OFF
Altitude .................................................................................below 20,000 ft. Altitude .................................................................................below 20,000 ft.
Ignition switch ..........................................................................................ON Ignition switch ..........................................................................................ON
Turbine speed (Ng) ........................................................................above 12% Turbine speed (Ng) ........................................................................above 12%
Ignition light ...............................................................................................on Ignition light ...............................................................................................on
Power and prop controls (after ITT has peaked) ............................as required Power and prop controls (after ITT has peaked) ............................as required
Generator (above 68% Ng)........................................................................ON Generator (above 68% Ng)........................................................................ON
EMERGENCY AIR START (Ng BELOW 10%) EMERGENCY AIR START (Ng BELOW 10%)
Prop control............................................................................operating range Prop control............................................................................operating range

Generator (inop. eng.)..............................................................................OFF Generator (inop. eng.)..............................................................................OFF
Airspeed (dive to increase Ng) .......................................................Vmo max. Airspeed (dive to increase Ng) .......................................................Vmo max.
ITT..................................................................................................monitored ITT..................................................................................................monitored
Condition lever (if overtemp. tendencies Condition lever (if overtemp. tendencies
exist during accel. to idle) ..............................................................moved to exist during accel. to idle) ..............................................................moved to
STOP periodically STOP periodically
Ng............................................................................................50% or greater Ng............................................................................................50% or greater
Power lever......................................................................................as desired Power lever......................................................................................as desired
Generator (above 68% No)........................................................................ON Generator (above 68% No)........................................................................ON
ENGINE FIRE ON GR OUND (Engine start, taxi and tak eoff with suff i- ENGINE FIRE ON GR OUND (Engine start, taxi and tak eoff with suff i-
cient distance remaining to stop) cient distance remaining to stop)
Affected engine: Affected engine:

Firewall shut-off valve .............................................................................OFF Firewall shut-off valve .............................................................................OFF
Brakes ...........................................................................................as required Brakes ...........................................................................................as required
Fuel pump................................................................................................OFF Fuel pump................................................................................................OFF
Ignition ....................................................................................................OFF Ignition ....................................................................................................OFF
Fire extinguisher switch(es) (if installed) ............................................actuate Fire extinguisher switch(es) (if installed) ............................................actuate
Radio ..................................................................................call for assistance Radio ..................................................................................call for assistance
External fire extinguisher ..........................................................................use External fire extinguisher ..........................................................................use
NOTES NOTES
If f ire continues, shut do wn both engines and If f ire continues, shut do wn both engines and
evacuate. evacuate.
If f ire is on the ground, it may be possible to If f ire is on the ground, it may be possible to
taxi away. taxi away.
ENGINE FIRE IN FLIGHT (S/N 31T-7804001 THRU 31T-8004057) ENGINE FIRE IN FLIGHT (S/N 31T-7804001 THRU 31T-8004057)

Power ............................................................................................as required Power ............................................................................................as required
Affected engine..................................................................identify and verify Affected engine..................................................................identify and verify
Prop (affected eng.) ..................................................................FEATHERED Prop (affected eng.) ..................................................................FEATHERED
Feathered engine ..................................................................complete Engine Feathered engine ..................................................................complete Engine
Securing Procedure Securing Procedure
Fuel pump (unless practicing)..................................................................OFF Fuel pump (unless practicing)..................................................................OFF
Fire extinguisher (if installed) (if fire persists) ..................................actuated Fire extinguisher (if installed) (if fire persists) ..................................actuated
Bus tie switch (inop. eng.) .......................................................................OFF Bus tie switch (inop. eng.) .......................................................................OFF
Electrical load ....................................................................................monitor Electrical load ....................................................................................monitor
Crossfeed........................................................................................if required Crossfeed........................................................................................if required
ENGINE FIRE IN FLIGHT (S/N 31T-8104001 AND UP) ENGINE FIRE IN FLIGHT (S/N 31T-8104001 AND UP)
Affected engine..................................................................identify and verify Affected engine..................................................................identify and verify
Generator Switch .....................................................................................OFF Generator Switch .....................................................................................OFF
Prop (affected eng.) ..................................................................FEATHERED Prop (affected eng.) ..................................................................FEATHERED
Feathered engine...................................complete Engine Securing Procedure Feathered engine...................................complete Engine Securing Procedure
Fuel pump (unless practicing)..................................................................OFF Fuel pump (unless practicing)..................................................................OFF
Fire extinguisher (if installed) (if fire persists) ..................................actuated Fire extinguisher (if installed) (if fire persists) ..................................actuated
Generator tie C/B (inop. eng.) ..................................................................pull Generator tie C/B (inop. eng.) ..................................................................pull
Electrical load ....................................................................................monitor Electrical load ....................................................................................monitor
Crossfeed........................................................................................if required Crossfeed........................................................................................if required
ENGINE FIRE EXTINGUISHER OPERATION (OPTIONAL) ENGINE FIRE EXTINGUISHER OPERATION (OPTIONAL)
Complete engine fire check list. Complete engine fire check list.
If fire persists: If fire persists:
Switch cover (selected engine) ...................................................................lift Switch cover (selected engine) ...................................................................lift
Switch..................................................................................................actuate Switch..................................................................................................actuate
CAUTION CAUTION
This fire extinguisher is a single shot system with This fire extinguisher is a single shot system with
one cylinder for each engine. Inadvertent operation one cylinder for each engine. Inadvertent operation
of the cylinder may cause engine stoppage. of the cylinder may cause engine stoppage.
OVERSPEED PROPELLER OVERSPEED PROPELLER
If prop speed exceeds 2300 RPM: If prop speed exceeds 2300 RPM:
Prop control (if prop speed cannot Prop control (if prop speed cannot
be kept below 2300 RPM) .........................................................FEATHER be kept below 2300 RPM) .........................................................FEATHER
CAUTION CAUTION
Prior to mo ving the condition le ver to the ST OP Prior to mo ving the condition le ver to the ST OP
position, verify the prop has feathered. This can be position, verify the prop has feathered. This can be
accomplished by referring to the prop (Np) gage accomplished by referring to the prop (Np) gage
along with a noticeable reduction of drag. If the prop along with a noticeable reduction of drag. If the prop
does not feather, do not shut down the engine. does not feather, do not shut down the engine.
If prop moves to feather: If prop moves to feather:
Engine Securing Procedure...............................................................complete Engine Securing Procedure...............................................................complete
If prop does not feather: If prop does not feather:
Power lever .....................................................................REDUCE TORQUE Power lever .....................................................................REDUCE TORQUE
Airspeed ..............................................REDUCE to lowest practical airspeed Airspeed ..............................................REDUCE to lowest practical airspeed
to maintain RPM at or below 2300 to maintain RPM at or below 2300
HIGH OIL TEMPERATURE HIGH OIL TEMPERATURE
Oil cooler doors ....................................................................................OPEN Oil cooler doors ....................................................................................OPEN

Power ..................................................................................reduce if required Power ..................................................................................reduce if required
LOSS OF OIL PRESSURE LOSS OF OIL PRESSURE
Between 40 and 80 psi: Between 40 and 80 psi:

Power ...................................................................................................reduce Power ...................................................................................................reduce
Below 40 psi: Below 40 psi:
ROUGH AIR OPERATION ROUGH AIR OPERATION
Airspeed .........................................................................slow to maneuvering Airspeed .........................................................................slow to maneuvering

speed or slightly less speed or slightly less
Fly attitude and avoid abrupt maneuvers. Fly attitude and avoid abrupt maneuvers.
Seat belts and shoulder harnesses.........................................................tighten Seat belts and shoulder harnesses.........................................................tighten
In heavy rain or with less than 250 lbs. of fuel per side: In heavy rain or with less than 250 lbs. of fuel per side:
Ignition......................................................................................................ON Ignition......................................................................................................ON
ELECTRICAL MALFUNCTIONS ELECTRICAL MALFUNCTIONS
BATTERY OVERTEMP. BATTERY OVERTEMP.
Battery master..........................................................................................OFF Battery master..........................................................................................OFF

Battery overtemp. light (after 10 min.)...............................................checked Battery overtemp. light (after 10 min.)...............................................checked
Battery master (if overtemp. light out) ......................................................ON Battery master (if overtemp. light out) ......................................................ON
Battery master (if overtemp. light on) ......................................................OFF Battery master (if overtemp. light on) ......................................................OFF
3-9 3-9
SINGLE GENERATOR FAILURE (S/N 31T-7804001 thru 31T-8004057) SINGLE GENERATOR FAILURE (S/N 31T-7804001 thru 31T-8004057)
(Zero amps or gen. inop. light ON.) (Zero amps or gen. inop. light ON.)
Generator switch......................................................................................OFF Generator switch......................................................................................OFF

Circuit breakers..................................................................................checked Circuit breakers..................................................................................checked
Engine bus tie switches .............................................................................ON Engine bus tie switches .............................................................................ON
Non-essential bus (if load exceeds 150 amps)..........................................OFF Non-essential bus (if load exceeds 150 amps)..........................................OFF
Non-essential bus (prior to landing flap extension) ...................................ON Non-essential bus (prior to landing flap extension) ...................................ON
SINGLE GENERATOR FAILURE (S/N 31T-8104001 and up) SINGLE GENERATOR FAILURE (S/N 31T-8104001 and up)
(Zero amps or gen. inop. light ON.) (Zero amps or gen. inop. light ON.)
Generator switch......................................................................................OFF Generator switch......................................................................................OFF

Circuit breakers .....................................................................................check Circuit breakers .....................................................................................check
Voltage Regulator C/B ...........................................................................check Voltage Regulator C/B ...........................................................................check
Gen. cont. switch ...........................................................cycle - OFF then ON Gen. cont. switch ...........................................................cycle - OFF then ON
Bus tie C/B’S..............................................................................................IN Bus tie C/B’S..............................................................................................IN
Non-essential bus (if load exceeds 150 amps) .................................C/B - pull Non-essential bus (if load exceeds 150 amps) .................................C/B - pull
Non-essential bus (prior to landing flap extension) .................................reset Non-essential bus (prior to landing flap extension) .................................reset
GENERATOR BUS TIE CIRCUIT BREAKER OUT GENERATOR BUS TIE CIRCUIT BREAKER OUT
High-reading ammeter ....................................................................monitored High-reading ammeter ....................................................................monitored

Electrical load (to get ammeter Electrical load (to get ammeter
below 200 amps) ............................................................reduce as necessary below 200 amps) ............................................................reduce as necessary
Generator bus tie C/B (if ammeter reads Generator bus tie C/B (if ammeter reads
less than 200 amps) ...............................................................................reset less than 200 amps) ...............................................................................reset
Generator ..................................................................................................ON Generator ..................................................................................................ON
If circuit breaker pops again: If circuit breaker pops again:
Generator bus tie C/B ........................................................................not reset Generator bus tie C/B ........................................................................not reset
Generator .................................................................................................OFF Generator .................................................................................................OFF
BATTERY CIRCUIT BREAKER OUT BATTERY CIRCUIT BREAKER OUT

Battery C/B .............................................................................................reset Battery C/B .............................................................................................reset
If C/B does not reopen: If C/B does not reopen:
Battery masters..........................................................................................ON Battery masters..........................................................................................ON
If C/B will not stay reset: If C/B will not stay reset:
Land as soon as practical. Land as soon as practical.
DUAL GENERATOR FAILURE (S/N 31T-7804001 thru 31T-8004057) DUAL GENERATOR FAILURE (S/N 31T-7804001 thru 31T-8004057)
Inop. generator or generators ...................................................................OFF Inop. generator or generators ...................................................................OFF

Electrical load..........................................................................................min. Electrical load..........................................................................................min.
Non-essential bus (prior to landing flap extension) ...................................ON Non-essential bus (prior to landing flap extension) ...................................ON
DUAL GENERATOR FAILURE (S/N 31T-8104001 and up) DUAL GENERATOR FAILURE (S/N 31T-8104001 and up)
Inop. generator or generator trip switch(es) .............................................OFF Inop. generator or generator trip switch(es) .............................................OFF
Non-essential bus C/B ..............................................................................Pull Non-essential bus C/B ..............................................................................Pull
Electrical load..........................................................................................min. Electrical load..........................................................................................min.
Non-essential bus (prior to landing flap extension) C/B ..........................reset Non-essential bus (prior to landing flap extension) C/B ..........................reset
REVISED: NOVEMBER 14, 1980 3-10a REVISED: NOVEMBER 14, 1980 3-10a
AVIONICS BUS FAILURE (S/N 31T-7804001 thru 31T-8004057) AVIONICS BUS FAILURE (S/N 31T-7804001 thru 31T-8004057)
Single bus failure: Single bus failure:

Bus failure ..........................................................................................isolated Bus failure ..........................................................................................isolated
Avionics bus C/B ...............................................................................checked Avionics bus C/B ...............................................................................checked
If C/B does not reset: If C/B does not reset:
Avionics bus tie C/B ................................................................................reset Avionics bus tie C/B ................................................................................reset
Electrical load (above 50 amps)............................................................reduce Electrical load (above 50 amps)............................................................reduce
Alternate avionic power switch (if unable to Alternate avionic power switch (if unable to
maintain load below 50 amps) .................................................................ON maintain load below 50 amps) .................................................................ON
Avionics bus C/B ...........................................................................try to reset Avionics bus C/B ...........................................................................try to reset
Dual bus failure: Dual bus failure:

Avionics master switch....................................................................check ON Avionics master switch....................................................................check ON
Avionics bus tie C/B .................................................................................Pull Avionics bus tie C/B .................................................................................Pull
Avionics bus C/B’s ..................................................................................reset Avionics bus C/B’s ..................................................................................reset
If one C/B does not reset, proceed as a single bus failure. If one C/B does not reset, proceed as a single bus failure.
If both C/B’s do not reset: If both C/B’s do not reset:
Avionics master switch..............................................................................ON Avionics master switch..............................................................................ON
Alternate avionics power switch................................................................ON Alternate avionics power switch................................................................ON
Avionics electrical load....................................................................minimum Avionics electrical load....................................................................minimum
Avionics bus C/B’s.........................................................................try to reset Avionics bus C/B’s.........................................................................try to reset
3-10b REVISED: FEBRUARY 13, 1981 3-10b REVISED: FEBRUARY 13, 1981
AVIONICS BUS FAILURE (S/N 31T-8104001 and up) AVIONICS BUS FAILURE (S/N 31T-8104001 and up)
Single bus failure: Single bus failure:

Bus failure ..........................................................................................isolated Bus failure ..........................................................................................isolated
Avionics bus C/B ...............................................................................checked Avionics bus C/B ...............................................................................checked
If C/B does not reset: If C/B does not reset:
Avionics bus tie C/B ................................................................................reset Avionics bus tie C/B ................................................................................reset
Electrical load (above 50 amps)............................................................reduce Electrical load (above 50 amps)............................................................reduce
Avionics bus C/B ...........................................................................try to reset Avionics bus C/B ...........................................................................try to reset
Dual bus failure: Dual bus failure:

Avionics master switch....................................................................check ON Avionics master switch....................................................................check ON
Avionics bus tie C/B .................................................................................pull Avionics bus tie C/B .................................................................................pull
Avionics bus C/B’s ..................................................................................reset Avionics bus C/B’s ..................................................................................reset
If one C/B does not reset, proceed as a single bus failure. If one C/B does not reset, proceed as a single bus failure.
If both C/B’s do not reset: If both C/B’s do not reset:
Avionics master switch ............................................................................OFF Avionics master switch ............................................................................OFF
ABNORMAL DEICE AMMETER READINGS ABNORMAL DEICE AMMETER READINGS
Zero amps: Zero amps:

C/B’(s) ...............................................................................................checked C/B’(s) ...............................................................................................checked
C/B (if OFF)............................................................................................reset C/B (if OFF)............................................................................................reset
C/B (if ON with zero amps).....................................................................OFF C/B (if ON with zero amps).....................................................................OFF
Less than 26 amps: Less than 26 amps:

Icing conditions ..................................................................................avoided Icing conditions ..................................................................................avoided
Use of system ......................................................................emergencies only Use of system ......................................................................emergencies only
Time of operation ............................................................................minimum Time of operation ............................................................................minimum
ELECTRICAL FIRE ELECTRICAL FIRE
Flashlight (at night) .............................................................................located Flashlight (at night) .............................................................................located

Generator switches/Generator trip switches.............................................OFF Generator switches/Generator trip switches.............................................OFF
Reference for instru. flight Reference for instru. flight
(electric gyros unreliable)................................................vacuum turn indic. (electric gyros unreliable)................................................vacuum turn indic.
All elect. switches....................................................................................OFF All elect. switches....................................................................................OFF
Avionics master switch ............................................................................OFF Avionics master switch ............................................................................OFF
All C/Bs ..............................................................................checked & pulled All C/Bs ..............................................................................checked & pulled
Battery master ...........................................................................................ON Battery master ...........................................................................................ON
Generators .................................................................................................ON Generators .................................................................................................ON
C/Bs and switches (one at a time C/Bs and switches (one at a time
to locate faulty unit) ................................................................................ON to locate faulty unit) ................................................................................ON
Faulty unit (C/B) ...................................................................................pulled Faulty unit (C/B) ...................................................................................pulled
PRESSURIZATION SYSTEM MALFUNCTION PRESSURIZATION SYSTEM MALFUNCTION
DIFFERENTIAL PRESSURE ABOVE 5.7 PSI DIFFERENTIAL PRESSURE ABOVE 5.7 PSI
OR OR
CONTINUAL CABIN PRESSURE FLUCTUATION @5.5 PSI CONTINUAL CABIN PRESSURE FLUCTUATION @5.5 PSI
Press. controller.....................................................................set to higher alt. Press. controller.....................................................................set to higher alt.

Cabin pressure ................................................................dumped if necessary Cabin pressure ................................................................dumped if necessary
Oxygen.................................................................................used if necessary Oxygen.................................................................................used if necessary
RAPID INCREASE IN DIFFERENTIAL PRESSURE RAPID INCREASE IN DIFFERENTIAL PRESSURE

OR OR
SMOKE OR FUMES IN CABIN SMOKE OR FUMES IN CABIN
Cabin pressure....................................................................................dumped Cabin pressure....................................................................................dumped

Air control ..............................................................................OUTSIDE AIR Air control ..............................................................................OUTSIDE AIR
Oxygen.................................................................................used if necessary Oxygen.................................................................................used if necessary
CABIN ALTITUDE ABOVE 10,500 FEET CABIN ALTITUDE ABOVE 10,500 FEET
Descend or use oxygen. Descend or use oxygen.
EMERGENCY OXYGEN SYSTEM EMERGENCY OXYGEN SYSTEM
NOTE NOTE
Minimum supply above 25,000 ft. is 300 PSI. Minimum supply above 25,000 ft. is 300 PSI.
Cockpit Cockpit
Oxygen knob ........................................................................................ON Oxygen knob ........................................................................................ON
Masks ...................................................................................................don Masks ...................................................................................................don
Flow indicators..................................................................................check Flow indicators..................................................................................check
Oxygen supply ...............................................................................monitor Oxygen supply ...............................................................................monitor
Cabin Cabin
S/N 31T-7804001 thru 31T-8104041, S/N 31T-7804001 thru 31T-8104041,
31T-8104043 thru 31T-8104046, 31T-8104043 thru 31T-8104046,
31T-8104048, 31T-8104050, 31T-8104051, 31T-8104048, 31T-8104050, 31T-8104051,
31T-8104053 thru 31T-8104058, 31T-8104053 thru 31T-8104058,
31T-8104060 and 31T-8104061...............................open overhead storage 31T-8104060 and 31T-8104061...............................open overhead storage
compartments, insert compartments, insert
fittings in receptacles fittings in receptacles
and don mask and don mask
Flow indicators ......................................................................................check Flow indicators ......................................................................................check
S/N 31T-8104042, 31T-8104047, S/N 31T-8104042, 31T-8104047,

31T-8104049, 31T-8104052, 31T-8104059, 31T-8104049, 31T-8104052, 31T-8104059,
31T-8104062 and up ....................................................open overhead storage 31T-8104062 and up ....................................................open overhead storage
compartments, pull compartments, pull
mask to face, and mask to face, and
don mask don mask
Flow indicators ......................................................................................check Flow indicators ......................................................................................check
CROSSFEED PROCEDURE CROSSFEED PROCEDURE
Fuel pump (inop. eng) ...............................................................................ON Fuel pump (inop. eng) ...............................................................................ON
Crossfeed ..................................................................................................ON Crossfeed ..................................................................................................ON
Fuel pump (op. eng.)................................................................................OFF Fuel pump (op. eng.)................................................................................OFF
Before landing: Before landing:
Fuel pump (op. eng.) .................................................................................ON Fuel pump (op. eng.) .................................................................................ON
Crossfeed .................................................................................................OFF Crossfeed .................................................................................................OFF
Fuel pump (inop. eng.).............................................................................OFF Fuel pump (inop. eng.).............................................................................OFF
EMERGENCY DESCENT PROCEDURES EMERGENCY DESCENT PROCEDURES
GEAR AND FLAPS RETRACTED GEAR AND FLAPS RETRACTED

Prop controls ................................................................................full forward Prop controls ................................................................................full forward
Aircraft attitude ................................................................................30° bank Aircraft attitude ................................................................................30° bank
Airspeed..............................................................................................red line Airspeed..............................................................................................red line
Aircraft attitude ..........................................................wings level, nose down Aircraft attitude ..........................................................wings level, nose down
GEAR AND FLAPS EXTENDED GEAR AND FLAPS EXTENDED

Prop controls ................................................................................full forward Prop controls ................................................................................full forward
Aircraft attitude ................................................................................30° bank Aircraft attitude ................................................................................30° bank
Wing flaps (below 171 KIAS) ...................................................................15° Wing flaps (below 171 KIAS) ...................................................................15°
Gear (below 154 KIAS) ....................................................................extended Gear (below 154 KIAS) ....................................................................extended
Wing flaps (below 141 KIAS)..........................................................full down Wing flaps (below 141 KIAS)..........................................................full down
Airspeed .................................................................................148 KIAS max. Airspeed .................................................................................148 KIAS max.
Aircraft attitude ..........................................................wings level, nose down Aircraft attitude ..........................................................wings level, nose down
Cabin.........................................................................................depressurized Cabin.........................................................................................depressurized
Airspeed .................................................................................130 KIAS max. Airspeed .................................................................................130 KIAS max.
Emerg. gear ext. cover ............................................................................lifted Emerg. gear ext. cover ............................................................................lifted
Gear selector ..........................................................................................down Gear selector ..........................................................................................down
Emerg. gear ext. handle (till 3 green lights & Emerg. gear ext. handle (till 3 green lights &
sel. returns to neutral)......................................................extended & pumped sel. returns to neutral)......................................................extended & pumped
GEAR UP LANDING GEAR UP LANDING
Select suitable landing area. Select suitable landing area.

Ground personnel .................................................................................inform Ground personnel .................................................................................inform
Fuel .........................................................................................burn off excess Fuel .........................................................................................burn off excess
if time allows if time allows
Passengers ...............................................................................................brief Passengers ...............................................................................................brief
Autopilot .................................................................................................OFF Autopilot .................................................................................................OFF
Landing check list (except gear down) ...........................................completed Landing check list (except gear down) ...........................................completed
Gear selector ..............................................................................................UP Gear selector ..............................................................................................UP
Generator switches/Generator trip switches.............................................OFF Generator switches/Generator trip switches.............................................OFF
Flaps.......................................................................................................down Flaps.......................................................................................................down
Battery master (daylight) .........................................................................OFF Battery master (daylight) .........................................................................OFF
Make a normal approach. Make a normal approach.
When runway is made: When runway is made:
Prop controls..................................................................................FEATHER Prop controls..................................................................................FEATHER
Fire wall shutoff valves............................................................................OFF Fire wall shutoff valves............................................................................OFF
Battery master (night, after touchdown)...................................................OFF Battery master (night, after touchdown)...................................................OFF
Evacuate when aircraft comes to a stop. Evacuate when aircraft comes to a stop.
WARNING WARNING
Total drag of the airplane will be signif icantly Total drag of the airplane will be signif icantly
reduced with props in feather. Pilot should plan reduced with props in feather. Pilot should plan
for increased landing distances. for increased landing distances.
Exit (second window from front Exit (second window from front
on right side) .......................................................................................locate on right side) .......................................................................................locate
Plexiglas cover ....................................................................................remove Plexiglas cover ....................................................................................remove
Handle ......................................................................................................pull Handle ......................................................................................................pull
Emergency exit window........................................................................pull in Emergency exit window........................................................................pull in
ASYMMETRIC FLAP CONDITION (SER. NOS. 31T-7804001 ASYMMETRIC FLAP CONDITION (SER. NOS. 31T-7804001
THROUGH 31T-7804011) THROUGH 31T-7804011)
SPLIT FLAPS (0° and 15° or 15° and 40°) SPLIT FLAPS (0° and 15° or 15° and 40°)
Flap switch .............................................................return to original position Flap switch .............................................................return to original position
Airspeed..........................................................................................116 KIAS Airspeed..........................................................................................116 KIAS
Aileron ...........................................................................maintain wings level Aileron ...........................................................................maintain wings level
Flap switch .........................................................................opposite direction Flap switch .........................................................................opposite direction
(try to obtain symmetric flaps) (try to obtain symmetric flaps)
Land as soon as possible at nearest suitable airport. Land as soon as possible at nearest suitable airport.
SPLIT FLAPS (0° and 40°) SPLIT FLAPS (0° and 40°)
Flap switch .............................................................return to original position Flap switch .............................................................return to original position
Airspeed..........................................................................................116 KIAS Airspeed..........................................................................................116 KIAS
Aileron ...........................................................................maintain wings level Aileron ...........................................................................maintain wings level
Rudder...............................................................................in direction of flap Rudder...............................................................................in direction of flap
with largest deflection with largest deflection
Asymmetric power .........................................................into the flap with the Asymmetric power .........................................................into the flap with the
largest deflection (add largest deflection (add
power on side with the power on side with the
smallest flap deflection) smallest flap deflection)
Flap switch .........................................................................opposite direction Flap switch .........................................................................opposite direction
(try to obtain symmetric flaps) (try to obtain symmetric flaps)
Land as soon as possible at nearest suitable airport. Land as soon as possible at nearest suitable airport.
FLAP SYSTEM MALFUNCTION (SER. NOS. 31T-7904001 AND UP) FLAP SYSTEM MALFUNCTION (SER. NOS. 31T-7904001 AND UP)
ANNUNCIATOR LIGHT ON ANNUNCIATOR LIGHT ON
Flap selector switch ...............................................................check operation Flap selector switch ...............................................................check operation
If flaps respond to command: If flaps respond to command:
Flaps still usable, service before next flight. Flaps still usable, service before next flight.
If flaps do not respond to command: If flaps do not respond to command:
Control wheel ..........................................................determine flap symmetry Control wheel ..........................................................determine flap symmetry
Flap motor C/B (if symmetrical).............................................check and reset Flap motor C/B (if symmetrical).............................................check and reset
NO RESPONSE FROM SELECTOR SWITCH NO RESPONSE FROM SELECTOR SWITCH
Flap position indicator ...........................................................................check Flap position indicator ...........................................................................check

If indicator OFF: If indicator OFF:
Flap control C/B .....................................................................check and reset Flap control C/B .....................................................................check and reset
If indicator shows flap position: If indicator shows flap position:
Annunciator...............................................................................................test Annunciator...............................................................................................test
Control wheel (if annunciator Control wheel (if annunciator
fails to illuminate) .................................................determine flap symmetry fails to illuminate) .................................................determine flap symmetry
Flap motor C/B (if symmetrical).............................................check and reset Flap motor C/B (if symmetrical).............................................check and reset
FLIGHT WITH PRIMARY LONGITUDINAL CONTROL FAILED FLIGHT WITH PRIMARY LONGITUDINAL CONTROL FAILED
When ready for landing approach: When ready for landing approach:
Trim ...............................................................in level flight to 130-140 KIAS Trim ...............................................................in level flight to 130-140 KIAS
Runway ..........................................................................select longest in area Runway ..........................................................................select longest in area
Gear......................................................................................................extend Gear......................................................................................................extend
Airspeed ....................................................................maintain 130-140 KIAS Airspeed ....................................................................maintain 130-140 KIAS
CAUTION CAUTION
Do not lower flaps before landing gear is do wn Do not lower flaps before landing gear is do wn
and locked. and locked.
Flaps..............................................................extend to 15° (approach detent) Flaps..............................................................extend to 15° (approach detent)

Trim.......................................................................to 112-116 KIAS (approx. Trim.......................................................................to 112-116 KIAS (approx.
600 lb. ft. torque, 2000 RPM Np) 600 lb. ft. torque, 2000 RPM Np)
When positioned o ver the runw ay, flare airplane with trim tabs alone and When positioned o ver the runw ay, flare airplane with trim tabs alone and
slowly reduce power. slowly reduce power.
CAUTION CAUTION
Do not extend full flaps. Do not extend full flaps.
ISSUED: DECEMBER 15, 1981 REPORT: 2124 ISSUED: DECEMBER 15, 1981 REPORT: 2124
3-16a 3-16a
REPORT: 2124 ISSUED: DECEMBER 15, 1981 REPORT: 2124 ISSUED: DECEMBER 15, 1981
3-16b 3-16b
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL) 3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The follo wing paragraphs are presented to supply additional informa- The follo wing paragraphs are presented to supply additional informa-
tion for the purpose of pro viding the pilot with a more complete under- tion for the purpose of pro viding the pilot with a more complete under-
standing of the recommended course of action and probable cause of an standing of the recommended course of action and probable cause of an
emergency situation. emergency situation.
During these emergency procedures, it is imperati ve that the pilot con- During these emergency procedures, it is imperati ve that the pilot con-
tinue good flying technique regardless of the situation. tinue good flying technique regardless of the situation.
3.7 ENGINE INOPERATIVE PROCEDURES 3.7 ENGINE INOPERATIVE PROCEDURES
IDENTIFYING DEAD ENGINE AND VERIFYING POWER LOSS IDENTIFYING DEAD ENGINE AND VERIFYING POWER LOSS
If it is suspected that an engine has lost po wer, the faulty engine must be If it is suspected that an engine has lost po wer, the faulty engine must be
identified, and its po wer loss v erified. First check engine gauges for a drop identified, and its po wer loss v erified. First check engine gauges for a drop
in ITT and torque. When the wings are le vel, the rudder pressure required to in ITT and torque. When the wings are le vel, the rudder pressure required to
maintain directional control will be on the side of the operating engine—in maintain directional control will be on the side of the operating engine—in
short, a dead foot equals a dead engine. short, a dead foot equals a dead engine.
NOTES NOTES
The air minimum control speed (Vmca) is 85 The air minimum control speed (Vmca) is 85
KIAS. KIAS.
When practicing or demonstrating Vmca or When practicing or demonstrating Vmca or

with an actual engine f ailure, it is important to with an actual engine f ailure, it is important to
realize that the nose attitude is quite high, realize that the nose attitude is quite high,
approximately 20° to 25° nose up. When an approximately 20° to 25° nose up. When an
engine is cut or f ails at this attitude, the air- engine is cut or f ails at this attitude, the air-
speed dissipates quite rapidly; therefore, to speed dissipates quite rapidly; therefore, to
maintain Vmca (85 KIAS) the nose attitude maintain Vmca (85 KIAS) the nose attitude
must be lo wered promptly to 2° to 5° abo ve must be lo wered promptly to 2° to 5° abo ve
the horizon. Accelerate to best single-engine the horizon. Accelerate to best single-engine
rate of climb speed (110 KIAS) as soon as rate of climb speed (110 KIAS) as soon as
practical. practical.
Do not practice stalls or demonstrate Vmca Do not practice stalls or demonstrate Vmca
below 7,000 feet. below 7,000 feet.
3-17 3-17
ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE) ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
Begin the securing procedure by bringing the po wer lever to IDLE and Begin the securing procedure by bringing the po wer lever to IDLE and
the propeller le ver to FEA THER. Pull the condition le ver to ST OP. Turn the propeller le ver to FEA THER. Pull the condition le ver to ST OP. Turn
OFF the generator of the inoperative engine, and CLOSE its oil cooler door. OFF the generator of the inoperative engine, and CLOSE its oil cooler door.
The propeller synchronizer (if installed) should be turned OFF . Complete The propeller synchronizer (if installed) should be turned OFF . Complete
the procedure by reducing the electrical load and considering the use of the procedure by reducing the electrical load and considering the use of
crossfeed if the fuel quantity dictates. crossfeed if the fuel quantity dictates.
ENGINE FAILURE DURING TAKEOFF ENGINE FAILURE DURING TAKEOFF
If engine failure occurs at an airspeed belo w 90 KIAS and there is suf fi- If engine failure occurs at an airspeed belo w 90 KIAS and there is suf fi-
cient runw ay remaining, maintain directional control with rudder and cient runw ay remaining, maintain directional control with rudder and
braking. Reduce po wer to IDLE and stop straight ahead, using brak es and braking. Reduce po wer to IDLE and stop straight ahead, using brak es and
reverse thrust as required. reverse thrust as required.
If engine f ailure occurs at an airspeed belo w 90 KIAS and there is not If engine f ailure occurs at an airspeed belo w 90 KIAS and there is not
sufficient runway remaining for a stop straight ahead, pull condition le vers sufficient runway remaining for a stop straight ahead, pull condition le vers
to ST OP, turn OFF the f irewall shut-of f v alves, and turn OFF the battery to ST OP, turn OFF the f irewall shut-of f v alves, and turn OFF the battery
master and both generator switches. Maintain directional control, ma- master and both generator switches. Maintain directional control, ma-
neuvering to avoid obstacles if necessary. neuvering to avoid obstacles if necessary.
If an engine fails when the airspeed is abo ve 90 KIAS, and if conditions If an engine fails when the airspeed is abo ve 90 KIAS, and if conditions
preclude an immediate landing or a stop on the runw ay, maintain directional preclude an immediate landing or a stop on the runw ay, maintain directional
control and adv ance all control le vers for maximum po wer while main- control and adv ance all control le vers for maximum po wer while main-
taining torque and ITT within limits. Retract the landing gear . With co- taining torque and ITT within limits. Retract the landing gear . With co-
ordinated power lever settings, the airplane will tend to turn to ward the dead ordinated power lever settings, the airplane will tend to turn to ward the dead
engine. Verify the loss of po wer of the suspected engine by retarding its engine. Verify the loss of po wer of the suspected engine by retarding its
power lever to IDLE. As soon as the dead engine is identif ied and v erified, power lever to IDLE. As soon as the dead engine is identif ied and v erified,
pull its propeller le ver to FEA THER and its condition le ver to ST OP. Ac- pull its propeller le ver to FEA THER and its condition le ver to ST OP. Ac-
celerate to 104 KIAS until all obstacles are cleared; then maintain a min- celerate to 104 KIAS until all obstacles are cleared; then maintain a min-
imum airspeed of 110 KIAS. imum airspeed of 110 KIAS.
Trim the airplane in a 5° bank in the direction of the operating engine Trim the airplane in a 5° bank in the direction of the operating engine
and continue to climb straight ahead. Concentrate on gaining altitude and and continue to climb straight ahead. Concentrate on gaining altitude and
avoiding obstacles. Be e xtremely attenti ve to maintaining airspeed at or avoiding obstacles. Be e xtremely attenti ve to maintaining airspeed at or
above 110 KIAS. Complete engine securing procedures for the inoperati ve above 110 KIAS. Complete engine securing procedures for the inoperati ve
engine by turning OFF its ignition and generator and closing its oil cooler engine by turning OFF its ignition and generator and closing its oil cooler
door. Do not engage the starter . Turn OFF the propeller synchronizer (if door. Do not engage the starter . Turn OFF the propeller synchronizer (if
installed). installed).
Once the airplane is under control and at a safe altitude, preparations Once the airplane is under control and at a safe altitude, preparations
may be made for a single-engine landing as soon as practical. may be made for a single-engine landing as soon as practical.
ENGINE FAILURE DURING FLIGHT (ABOVE 85 KIAS) ENGINE FAILURE DURING FLIGHT (ABOVE 85 KIAS)
Should an engine fail during flight above 85 KIAS, accelerate to a min- Should an engine fail during flight above 85 KIAS, accelerate to a min-
imum airspeed of 110 KIAS, and maintain directional control. Check that imum airspeed of 110 KIAS, and maintain directional control. Check that
gear and flaps are retracted. gear and flaps are retracted.
Identify the f aulty engine and v erify the power loss. F ollow the appro- Identify the f aulty engine and v erify the power loss. F ollow the appro-
priate Air Start Procedure in an attempt to start the engine. If the starting priate Air Start Procedure in an attempt to start the engine. If the starting
attempt is unsuccessful, complete Engine Securing Procedures for the dead attempt is unsuccessful, complete Engine Securing Procedures for the dead
engine. Trim the airplane as necessary to compensate for the f ailed engine. engine. Trim the airplane as necessary to compensate for the f ailed engine.
Maintain single-engine flight. Land as soon as practical at a suitable airport. Maintain single-engine flight. Land as soon as practical at a suitable airport.
ENGINE FAILURE DURING FLIGHT (BELOW 85 KIAS) ENGINE FAILURE DURING FLIGHT (BELOW 85 KIAS)
If an engine f ails during flight at an airspeed belo w 85 KIAS, apply If an engine f ails during flight at an airspeed belo w 85 KIAS, apply
rudder to ward the operati ve engine to maintain directional control. Re- rudder to ward the operati ve engine to maintain directional control. Re-
tarding the po wer levers on both engines will alle viate the tendenc y of the tarding the po wer levers on both engines will alle viate the tendenc y of the
airplane to turn to ward the f ailed engine. Accelerate to an airspeed abo ve airplane to turn to ward the f ailed engine. Accelerate to an airspeed abo ve
85 KIAS by lo wering the nose of the airplane. Trim as necessary. Once the 85 KIAS by lo wering the nose of the airplane. Trim as necessary. Once the
airspeed reaches 85 KIAS, apply po wer to the operating engine to attain a airspeed reaches 85 KIAS, apply po wer to the operating engine to attain a
minimum of 110 KIAS. minimum of 110 KIAS.
Follow the appropriate Air Start Procedure in an attempt to restart the Follow the appropriate Air Start Procedure in an attempt to restart the
failed engine. If the starting attempt is unsuccessful, complete Engine failed engine. If the starting attempt is unsuccessful, complete Engine
Securing Procedures for the failed engine and maintain single-engine flight. Securing Procedures for the failed engine and maintain single-engine flight.
Land as soon as practical at a suitable airport. Land as soon as practical at a suitable airport.
INTENTIONAL SHUTDOWN AND RESTART OF ONE ENGINE INTENTIONAL SHUTDOWN AND RESTART OF ONE ENGINE
To shut down an engine, turn OFF the generator switch of the engine to To shut down an engine, turn OFF the generator switch of the engine to
be shut do wn. This should be done before reducing po wer. Then complete be shut do wn. This should be done before reducing po wer. Then complete
engine shutdown procedures as outlined abo ve in Engine F ailure in Flight. engine shutdown procedures as outlined abo ve in Engine F ailure in Flight.
To restart an engine that has been shut do wn in flight, complete the To restart an engine that has been shut do wn in flight, complete the
appropriate Air Start Procedure. Lea ve the generator switch of the engine appropriate Air Start Procedure. Lea ve the generator switch of the engine
OFF until Ng exceeds 68%; then turn the generator ON. OFF until Ng exceeds 68%; then turn the generator ON.
3-19 3-19
ENGINE FLAMEOUT (2ND ENGINE) ENGINE FLAMEOUT (2ND ENGINE)
If one engine is failed or shut down and the second engine experiences a If one engine is failed or shut down and the second engine experiences a
flameout, immediately pull the po wer lever to IDLE and the condition le ver flameout, immediately pull the po wer lever to IDLE and the condition le ver
to STOP. Do not feather the propeller unless landing is imminent. to STOP. Do not feather the propeller unless landing is imminent.
Depending upon Ng, immediately implement the appropriate relight or Depending upon Ng, immediately implement the appropriate relight or
restart procedures as outlined in Air Start. restart procedures as outlined in Air Start.
NOTE NOTE
The propeller will not unfeather without the The propeller will not unfeather without the
engine operating. engine operating.
SINGLE-ENGINE APPROACH AND LANDING SINGLE-ENGINE APPROACH AND LANDING
For a single-engine approach and landing, be sure that propeller feath- For a single-engine approach and landing, be sure that propeller feath-
ering and the Engine Securing Procedure is completed and the crossfeed is ering and the Engine Securing Procedure is completed and the crossfeed is
OFF. Before attempting a single-engine landing, check the function of the OFF. Before attempting a single-engine landing, check the function of the
hydraulic pump on the operating engine to ensure that the gear can be hydraulic pump on the operating engine to ensure that the gear can be
extended normally. Place the gear selector le ver in the UP position while the extended normally. Place the gear selector le ver in the UP position while the
gear is retracted. If the le ver automatically returns to neutral, the pump is gear is retracted. If the le ver automatically returns to neutral, the pump is
producing sufficient pressure for gear e xtension. Should the hydraulic pump producing sufficient pressure for gear e xtension. Should the hydraulic pump
prove to be inoperative, the gear will ha ve to be lowered by use of the emer- prove to be inoperative, the gear will ha ve to be lowered by use of the emer-
gency hand-operated hydraulic pump. Turn seat belt and no smoking sign gency hand-operated hydraulic pump. Turn seat belt and no smoking sign
ON and ensure that all occupants comply. ON and ensure that all occupants comply.
If the non-essential bus has been turned OFF, turn it ON. On the do wn- If the non-essential bus has been turned OFF, turn it ON. On the do wn-
wind leg, at an airspeed belo w 171 KIAS, e xtend wing flaps 15°. Maintain wind leg, at an airspeed belo w 171 KIAS, e xtend wing flaps 15°. Maintain
airspeed at a minimum of 110 KIAS. Be sure that the cabin is depressurized airspeed at a minimum of 110 KIAS. Be sure that the cabin is depressurized
for landing. The propeller synchronizer should be OFF . The approach for landing. The propeller synchronizer should be OFF . The approach
should be planned so that large power changes will not be necessary. should be planned so that large power changes will not be necessary.
Place the propeller control of the operating engine full forw ard. Turn Place the propeller control of the operating engine full forw ard. Turn
OFF autopilot/ya w damper. Extend the landing gear , and check for three OFF autopilot/ya w damper. Extend the landing gear , and check for three
green lights. green lights.
When the landing is assured and, at an airspeed belo w 141 KIAS, extend When the landing is assured and, at an airspeed belo w 141 KIAS, extend
wing flaps to 40°. Reduce po wer slowly during the landing flare, and main- wing flaps to 40°. Reduce po wer slowly during the landing flare, and main-
tain directional control. Sudden po wer reductions will result in lar ge ya w tain directional control. Sudden po wer reductions will result in lar ge ya w
angles. angles.
After touching do wn, slo wly pull the po wer le ver of the operating After touching do wn, slo wly pull the po wer le ver of the operating
engine to IDLE. If re verse thrust is necessary , it should be applied slo wly engine to IDLE. If re verse thrust is necessary , it should be applied slo wly
and carefully. Maintain directional control with rudder and braking. and carefully. Maintain directional control with rudder and braking.
NOTE NOTE
A Before Landing check list should be com- A Before Landing check list should be com-
pleted before each and every landing. pleted before each and every landing.
SINGLE-ENGINE GO-AROUND SINGLE-ENGINE GO-AROUND
A single-engine go-around should be a voided if at all possible. A go- A single-engine go-around should be a voided if at all possible. A go-
around from a full flap position is not possible unless suf ficient altitude is around from a full flap position is not possible unless suf ficient altitude is
available to raise flaps in a descent. If it becomes necessary to e xecute a available to raise flaps in a descent. If it becomes necessary to e xecute a
single-engine go-around, maintain directional control of the airplane. When single-engine go-around, maintain directional control of the airplane. When
one engine is out, application of power to the operating engine will necessi- one engine is out, application of power to the operating engine will necessi-
tate increased effort to maintain control. A final approach speed abo ve 113 tate increased effort to maintain control. A final approach speed abo ve 113
KIAS will place the airplane in the best configuration should a go-around be KIAS will place the airplane in the best configuration should a go-around be
necessary. necessary.
To e xecute a single-engine go-around, apply maximum po wer (500 To e xecute a single-engine go-around, apply maximum po wer (500
SHP) to the operating engine. Maintain directional control, and trim for SHP) to the operating engine. Maintain directional control, and trim for
113 KIAS. Retract the flaps to 15°, then retract the landing gear , and then 113 KIAS. Retract the flaps to 15°, then retract the landing gear , and then
retract the flaps full UP. Maintain airspeed at or above 113 KIAS. retract the flaps full UP. Maintain airspeed at or above 113 KIAS.
CAUTION CAUTION
A go-around should not be attempted after the A go-around should not be attempted after the
airspeed is decreased belo w 113 KIAS or with airspeed is decreased belo w 113 KIAS or with
40° flaps. 40° flaps.
Remember to complete the Before Landing Remember to complete the Before Landing
check list before each landing attempt. check list before each landing attempt.
AIR START (STARTER ASSIST) AIR START (STARTER ASSIST)
CAUTION CAUTION
Above 20,000 feet, starts tend to be hotter . It is Above 20,000 feet, starts tend to be hotter . It is
recommended that abo ve 20,000 feet, 20% Ng recommended that abo ve 20,000 feet, 20% Ng
be achie ved prior to introduction of fuel and be achie ved prior to introduction of fuel and
ignition. It may be necessary to drop of f all ignition. It may be necessary to drop of f all
non-essential electrical load and use the gen- non-essential electrical load and use the gen-
erator of the good engine to get this Ng. If in- erator of the good engine to get this Ng. If in-
sufficient Ng is a vailable from the battery sufficient Ng is a vailable from the battery
alone, then turn ON the operable generator alone, then turn ON the operable generator
after the Ng RPM has stabilized. If conditions after the Ng RPM has stabilized. If conditions
permit, it is recommended that air starts be permit, it is recommended that air starts be
made below 20,000 feet. made below 20,000 feet.
After every generator assist start, the main b us After every generator assist start, the main b us
tie circuit breaker must be checked and IN. tie circuit breaker must be checked and IN.
For a starter assisted air start, the non-essential b us should be OFF, the For a starter assisted air start, the non-essential b us should be OFF, the
radar in either OFF or ST ANDBY, and the electrical load reduced to the radar in either OFF or ST ANDBY, and the electrical load reduced to the
minimum required. Place the po wer lever in the IDLE position, and check minimum required. Place the po wer lever in the IDLE position, and check
that the propeller lever is in its operating range. that the propeller lever is in its operating range.
The condition le ver should be in the ST OP position. Check the fuel The condition le ver should be in the ST OP position. Check the fuel
quantity. Turn ON the firewall shutoff valve and the fuel pump of the engine quantity. Turn ON the firewall shutoff valve and the fuel pump of the engine
being started. Turn ON the ignition, and turn OFF both generators. being started. Turn ON the ignition, and turn OFF both generators.
Engage the starter, and after Ng stabilizes above a minimum of 12% for Engage the starter, and after Ng stabilizes above a minimum of 12% for
5 seconds, adv ance the condition le ver to R UN. The ignition light 5 seconds, adv ance the condition le ver to R UN. The ignition light
should come on. (If the Ng stabilizes belo w 12%, turn ON the generator of should come on. (If the Ng stabilizes belo w 12%, turn ON the generator of
the operating engine. See the above CAUTION.) the operating engine. See the above CAUTION.)
Adjust power and propeller le vers as required. and at 52% Ng, turn the Adjust power and propeller le vers as required. and at 52% Ng, turn the
starter OFF, and turn the ignition switch OFF . When Ng stabilizes abo ve starter OFF, and turn the ignition switch OFF . When Ng stabilizes abo ve
68% turn both generators ON. Check that the Generator Bus Tie circuit 68% turn both generators ON. Check that the Generator Bus Tie circuit
breakers are in and turn ON the non-essential bus. breakers are in and turn ON the non-essential bus.
AIR START - WINDMILLING ENGINE AND PROPELLER (Ng ABOVE AIR START - WINDMILLING ENGINE AND PROPELLER (Ng ABOVE
12%) (NO STARTER ASSIST) 12%) (NO STARTER ASSIST)
If the engine and propeller are windmilling and the Ng has not f allen If the engine and propeller are windmilling and the Ng has not f allen
below 12%, the engine can be started without use of the starter . Turn OFF below 12%, the engine can be started without use of the starter . Turn OFF
the non-essential b us, and turn the radar either OFF or to ST ANDBY. Re- the non-essential b us, and turn the radar either OFF or to ST ANDBY. Re-
duce the electrical load to the minimum required. duce the electrical load to the minimum required.
Place the po wer le ver in the IDLE position, the propeller control full Place the po wer le ver in the IDLE position, the propeller control full
forward, and the condition le ver on ST OP for the engine to be started. forward, and the condition le ver on ST OP for the engine to be started.
Check fuel quantity . Turn ON the f irewall shut-off valve and turn the fuel Check fuel quantity . Turn ON the f irewall shut-off valve and turn the fuel
pump ON. The generator of the inoperative engine should be OFF. pump ON. The generator of the inoperative engine should be OFF.
Airspeed should be at a minimum of 140 KIAS, and altitude must be Airspeed should be at a minimum of 140 KIAS, and altitude must be
below 20,000 feet. Turn ON the ignition switch. When Ng stabilizes abo ve below 20,000 feet. Turn ON the ignition switch. When Ng stabilizes abo ve
12%, advance the condition le ver to R UN. The ignition light should come 12%, advance the condition le ver to R UN. The ignition light should come
on. on.
After ITT has peak ed, set power and propeller le vers as required. When After ITT has peak ed, set power and propeller le vers as required. When
Ng e xceeds 68%, turn the generator switch ON, turn the ignition switch Ng e xceeds 68%, turn the generator switch ON, turn the ignition switch
OFF, and turn the non-essential bus ON. OFF, and turn the non-essential bus ON.
NOTE NOTE
In turb ulent air , if fuel quantity is belo w 250 In turb ulent air , if fuel quantity is belo w 250
lbs per side, leave the ignition switch ON. lbs per side, leave the ignition switch ON.
NOTE NOTE
Regardless of airspeed or altitude, there is Regardless of airspeed or altitude, there is

always the chance that the engine may light up always the chance that the engine may light up
successfully just as the ignition and fuel are successfully just as the ignition and fuel are
turned ON. In an emer gency, turn on the igni- turned ON. In an emer gency, turn on the igni-
tion just as soon as possible after flame-out tion just as soon as possible after flame-out
provided the Ng has not f allen belo w 50%. It provided the Ng has not f allen belo w 50%. It
is not necessary to shut of f the fuel when at- is not necessary to shut of f the fuel when at-
tempting an air start under these circum- tempting an air start under these circum-
stances. The po wer control le ver, ho wever, stances. The po wer control le ver, ho wever,
should be retarded to IDLE. should be retarded to IDLE.
CAUTION CAUTION
Do not attempt a reflight if the Ng tachometer Do not attempt a reflight if the Ng tachometer
indicates zero RPM. indicates zero RPM.
3-23 3-23
AIR START - EMERGENCY (Ng BELOW 10%) AIR START - EMERGENCY (Ng BELOW 10%)
If an air start must be accomplished in an emer gency situation, and Ng If an air start must be accomplished in an emer gency situation, and Ng
has fallen below 10%, adv ance the propeller control to an y position in op- has fallen below 10%, adv ance the propeller control to an y position in op-
erating range, and retard the po wer level to IDLE and the condition le ver to erating range, and retard the po wer level to IDLE and the condition le ver to
STOP. STOP.
Switch the generator of the engine to be started OFF and the fuel pump Switch the generator of the engine to be started OFF and the fuel pump
and ignition switch ON. Affecting a di ve to increase airspeed will increase and ignition switch ON. Affecting a di ve to increase airspeed will increase
Ng; however, do not let airspeed e xceed Vmo (226 KIAS) (240 KIAS with Ng; however, do not let airspeed e xceed Vmo (226 KIAS) (240 KIAS with
tip tanks). tip tanks).
Advance the condition le ver to R UN and monitor ITT . If o ver- Advance the condition le ver to R UN and monitor ITT . If o ver-
temperature tendencies are encountered during engine acceleration to idle, temperature tendencies are encountered during engine acceleration to idle,
intermittently pull the condition le ver to ST OP to maintain temperature intermittently pull the condition le ver to ST OP to maintain temperature
within limits. within limits.
When Ng exceeds 50%, advance the power lever to the desired setting. When Ng exceeds 50%, advance the power lever to the desired setting.
When Ng e xceeds 68%, turn the generator ON, turn the ignition switch When Ng e xceeds 68%, turn the generator ON, turn the ignition switch
OFF, and turn the non-essential bus ON. OFF, and turn the non-essential bus ON.
3.9 ENGINE FIRE ON GR OUND (Engine start, taxi and tak eoff with 3.9 ENGINE FIRE ON GR OUND (Engine start, taxi and tak eoff with
sufficient distance remaining to stop) sufficient distance remaining to stop)
If an engine f ire occurs during start or ground operations, immediately If an engine f ire occurs during start or ground operations, immediately
place the condition le ver on the af fected engine in the ST OP position. Turn place the condition le ver on the af fected engine in the ST OP position. Turn
OFF the f irewall shut-off valve. Turn ON the starter switch. Turn OFF the OFF the f irewall shut-off valve. Turn ON the starter switch. Turn OFF the
fuel pump and the ignition switch. Brake to a stop if the airplane is moving. fuel pump and the ignition switch. Brake to a stop if the airplane is moving.
If the airplane is stopped, propellers should be feathered and passengers If the airplane is stopped, propellers should be feathered and passengers
should evacuate. If the f ire persists, the pilot should shut do wn both engines should evacuate. If the f ire persists, the pilot should shut do wn both engines
and evacuate. and evacuate.
If time permits and help is a vailable, radio for assistance. If the optional If time permits and help is a vailable, radio for assistance. If the optional
engine f ire e xtinguisher is installed and the f ire persists, lift the f ire e xtin- engine f ire e xtinguisher is installed and the f ire persists, lift the f ire e xtin-
guisher switch co ver, and depress the f ire extinguisher switch of the b urning guisher switch co ver, and depress the f ire extinguisher switch of the b urning
engine. engine.
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.
3.11 ENGINE FIRE IN FLIGHT 3.11 ENGINE FIRE IN FLIGHT
If an engine f ire occurs in flight, apply po wer as required to maintain If an engine f ire occurs in flight, apply po wer as required to maintain
at least 110 KIAS. Identify and v erify the b urning engine, and feather its at least 110 KIAS. Identify and v erify the b urning engine, and feather its
propeller. Proceed to secure the feathered engine by turning OFF its propeller. Proceed to secure the feathered engine by turning OFF its
generator, pulling its condition le ver to ST OP. Turn OFF its f irewall shut- generator, pulling its condition le ver to ST OP. Turn OFF its f irewall shut-
off valve, ignition, and fuel pump. off valve, ignition, and fuel pump.
If the optional engine fire extinguisher system is installed, and if the fire If the optional engine fire extinguisher system is installed, and if the fire
persists, lift the co ver, and depress the switch of the e xtinguisher for the persists, lift the co ver, and depress the switch of the e xtinguisher for the
burning engine. burning engine.
NOTE NOTE
When conducting a practice run through these When conducting a practice run through these
procedures, do not turn OFF the f irewall shut- procedures, do not turn OFF the f irewall shut-
off valve and fuel pump, and do not actuate the off valve and fuel pump, and do not actuate the
engine fire extinguisher. engine fire extinguisher.
To continue operation on a single engine, turn OFF the propeller syn- To continue operation on a single engine, turn OFF the propeller syn-
chronizer, and turn OFF the b us tie switch of the inoperati ve engine. chronizer, and turn OFF the b us tie switch of the inoperati ve engine.
Monitor the electrical load, and reduce it if necessary . Consider the use of Monitor the electrical load, and reduce it if necessary . Consider the use of
crossfeed to extend range if necessary. crossfeed to extend range if necessary.
If an engine f ire occurs in flight, apply po wer as required to maintain If an engine f ire occurs in flight, apply po wer as required to maintain
at least 110 KIAS. Identify and v erify the b urning engine, and feather its at least 110 KIAS. Identify and v erify the b urning engine, and feather its
propeller. Proceed to secure the feathered engine by turning OFF its propeller. Proceed to secure the feathered engine by turning OFF its
generator, pulling its condition le ver to ST OP. Turn OFF its f irewall shut- generator, pulling its condition le ver to ST OP. Turn OFF its f irewall shut-
off valve, and fuel pump. off valve, and fuel pump.
If the optional engine fire extinguisher system is installed, and if the fire If the optional engine fire extinguisher system is installed, and if the fire
persists, lift the co ver, and depress the switch of the e xtinguisher for the persists, lift the co ver, and depress the switch of the e xtinguisher for the
burning engine. burning engine.
NOTE NOTE
When conducting a practice run through these When conducting a practice run through these
procedures, do not turn OFF the firewall shutoff procedures, do not turn OFF the firewall shutoff
valve and fuel pump, and do not actuate the valve and fuel pump, and do not actuate the
engine fire extinguisher. engine fire extinguisher.
To continue operation on a single engine, turn OFF the propeller syn- To continue operation on a single engine, turn OFF the propeller syn-
chronizer, and pull the generator b us tie C/B of the inoperati ve engine. chronizer, and pull the generator b us tie C/B of the inoperati ve engine.
Monitor the electrical load, and reduce it if necessary . Consider the use of Monitor the electrical load, and reduce it if necessary . Consider the use of
crossfeed to extend range if necessary. crossfeed to extend range if necessary.
3.13 ENGINE FIRE EXTINGUISHER OPERA TION (OPTION AL 3.13 ENGINE FIRE EXTINGUISHER OPERA TION (OPTION AL
EQUIPMENT) EQUIPMENT)
If after completing the engine f ire procedures (ENGINE FIRE ON If after completing the engine f ire procedures (ENGINE FIRE ON
GROUND OR ENGINE FIRE IN FLIGHT) the f ire persists, the engine GROUND OR ENGINE FIRE IN FLIGHT) the f ire persists, the engine
fire extinguisher (if installed) should be deployed. fire extinguisher (if installed) should be deployed.
Lift the switch cover for the affected engine and actuate the switch. Lift the switch cover for the affected engine and actuate the switch.
CAUTION CAUTION
This f ire e xtinguisher is a single shot system This f ire e xtinguisher is a single shot system
with one c ylinder for each engine. Inadv ertent with one c ylinder for each engine. Inadv ertent
operation of the c ylinder may cause engine operation of the c ylinder may cause engine
stoppage. stoppage.
3.15 OVERSPEEDING PROPELLER 3.15 OVERSPEEDING PROPELLER

If propeller speed e xceeds 2300 RPM, retard the po wer le ver of the If propeller speed e xceeds 2300 RPM, retard the po wer le ver of the
engine with the overspeed condition to IDLE and feather the propeller. If the engine with the overspeed condition to IDLE and feather the propeller. If the
propeller moves to feather, as indicated by a v ery low RPM and a noticeable propeller moves to feather, as indicated by a v ery low RPM and a noticeable
reduction of drag, shutdo wn the engine by mo ving the condition le ver to reduction of drag, shutdo wn the engine by mo ving the condition le ver to
STOP. Proceed with the engine securing procedure. STOP. Proceed with the engine securing procedure.
If the propeller does not feather , this could indicate an internal f ailure If the propeller does not feather , this could indicate an internal f ailure
that has caused the propeller to mo ve to full lo w pitch. Initiate correcti ve that has caused the propeller to mo ve to full lo w pitch. Initiate correcti ve
action by immediately reducing the po wer le ver setting and decreasing the action by immediately reducing the po wer le ver setting and decreasing the
airspeed with a nose up attitude. airspeed with a nose up attitude.
Once the propeller speed has been reduced to 2300 RPM or belo w by Once the propeller speed has been reduced to 2300 RPM or belo w by
airspeed and po wer reduction, the pilot can test for re gained RPM control airspeed and po wer reduction, the pilot can test for re gained RPM control
with the propeller lever. with the propeller lever.
The engine should not be shut do wn if the propeller cannot be feathered The engine should not be shut do wn if the propeller cannot be feathered
since high drag w ould result from a windmilling propeller in lo w pitch. If since high drag w ould result from a windmilling propeller in lo w pitch. If
engine shutdo wn is desired, the pilot should f irst test for feathering ability engine shutdo wn is desired, the pilot should f irst test for feathering ability
with the engine running at idle power. with the engine running at idle power.
3.17 HIGH OIL TEMPERATURE 3.17 HIGH OIL TEMPERATURE
If oil temperatures e xceed limits, open oil cooler doors to maintain oil If oil temperatures e xceed limits, open oil cooler doors to maintain oil
temperatures below red line. temperatures below red line.
3.19 LOSS OF OIL PRESSURE 3.19 LOSS OF OIL PRESSURE
If oil pressure f alls below 80 psi, the po wer setting should be reduced. If oil pressure f alls below 80 psi, the po wer setting should be reduced.
Oil pressure below 40 psi is unsafe, and the af fected engine should be shut Oil pressure below 40 psi is unsafe, and the af fected engine should be shut
down. down.
3.21 ROUGH AIR OPERATION 3.21 ROUGH AIR OPERATION
In conditions of e xtreme turb ulence, slo w the airplane to maneuv ering In conditions of e xtreme turb ulence, slo w the airplane to maneuv ering
speed or slightly less. Maneuvering speed will decrease with the weight of the speed or slightly less. Maneuvering speed will decrease with the weight of the
airplane - e.g., 177 KIAS at 8700 lbs, 165 KIAS at 7200 lbs. A reduction in airplane - e.g., 177 KIAS at 8700 lbs, 165 KIAS at 7200 lbs. A reduction in
airspeed will ease the stress to which the airplane is subjected by turb ulence. airspeed will ease the stress to which the airplane is subjected by turb ulence.
Fly attitude and a void abrupt maneuv ers. F asten seat belts and shoulder Fly attitude and a void abrupt maneuv ers. F asten seat belts and shoulder
harnesses as a precaution against buffeting and lurching. When flying in heavy harnesses as a precaution against buffeting and lurching. When flying in heavy
rain or with less than 250 lbs of fuel per side, operating with the ignition ON rain or with less than 250 lbs of fuel per side, operating with the ignition ON
will reduce the possibility of a flame-out. will reduce the possibility of a flame-out.
3.23 ELECTRICAL MALFUNCTIONS 3.23 ELECTRICAL MALFUNCTIONS
BATTERY OVERTEMP. BATTERY OVERTEMP.
If the “B AT OVERTEMP” annunciator light illuminates in flight, turn If the “B AT OVERTEMP” annunciator light illuminates in flight, turn
the battery master switch OFF. If the light goes out within 10 minutes, turn the battery master switch OFF. If the light goes out within 10 minutes, turn
the battery master switch back ON. If the light does not go out within 10 the battery master switch back ON. If the light does not go out within 10
minutes, lea ve the battery master switch OFF , and land as soon as minutes, lea ve the battery master switch OFF , and land as soon as
practicable. practicable.
When the battery o vertemp light remains lit, no further flights are When the battery o vertemp light remains lit, no further flights are
permitted until the system has been serviced and the condition corrected. permitted until the system has been serviced and the condition corrected.
SINGLE GENERATOR FAILURE (S/N 31T -7804001 thru 31T -8004057) SINGLE GENERATOR FAILURE (S/N 31T -7804001 thru 31T -8004057)
If a “GEN INOP” warning light illuminates or if there is zero reading on If a “GEN INOP” warning light illuminates or if there is zero reading on
the ammeter, a generator f ailure is indicated. If this condition occurs, turn the ammeter, a generator f ailure is indicated. If this condition occurs, turn
OFF the suspected generator switch and look for open circuit break ers. OFF the suspected generator switch and look for open circuit break ers.
Check the 5 amp “GEN CONT” circuit breaker located on the side panel and Check the 5 amp “GEN CONT” circuit breaker located on the side panel and
the 200 amp “GEN B US TIE” circuit break er located in the floor between the 200 amp “GEN B US TIE” circuit break er located in the floor between
the pilot and copilot seats for the affected generator. the pilot and copilot seats for the affected generator.
Once the generator f ailure is v erified, check that the engine b us tie Once the generator f ailure is v erified, check that the engine b us tie
switches are ON. If the electrical load on the remaining generator e xceeds switches are ON. If the electrical load on the remaining generator e xceeds
150 amps, turn OFF the non-essential b us. F or flap operation prior to 150 amps, turn OFF the non-essential b us. F or flap operation prior to
landing, the non-essential bus must be ON. Wait 15 minutes and try to reset landing, the non-essential bus must be ON. Wait 15 minutes and try to reset
circuit breaker. circuit breaker.
SINGLE GENERATOR FAILURE (S/N 31T-8104001 and up) SINGLE GENERATOR FAILURE (S/N 31T-8104001 and up)
If a “GEN INOP” warning light illuminates or if there is a zero reading If a “GEN INOP” warning light illuminates or if there is a zero reading
on the ammeter , a generator f ailure is indicated. If this condition occurs, on the ammeter , a generator f ailure is indicated. If this condition occurs,
turn OFF the suspected generator and look for open circuit break ers. Check turn OFF the suspected generator and look for open circuit break ers. Check
the Volt REG. circuit break er located on the side panel. Cycle GEN CONT . the Volt REG. circuit break er located on the side panel. Cycle GEN CONT .
switch OFF to ON. switch OFF to ON.
Once the generator failure is verified, check that the GEN b us tie C/B’s Once the generator failure is verified, check that the GEN b us tie C/B’s
are IN. If the electrical load on the remaining generator e xceeds 150 amps, are IN. If the electrical load on the remaining generator e xceeds 150 amps,
pull the non-essential b us C/B. For flap operation prior to landing, the non- pull the non-essential b us C/B. For flap operation prior to landing, the non-
essential bus must be ON. Wait 15 minutes and try to reset circuit break er. essential bus must be ON. Wait 15 minutes and try to reset circuit break er.
GENERATOR BUS TIE CIRCUIT BREAKER OUT GENERATOR BUS TIE CIRCUIT BREAKER OUT
If the “GEN B US TIE” circuit breaker located in the floor between the If the “GEN B US TIE” circuit breaker located in the floor between the
pilot and copilot seats opens, check the ammeter . Reduce the electrical load pilot and copilot seats opens, check the ammeter . Reduce the electrical load
as necessary to bring the ammeter reading below 200 amps. as necessary to bring the ammeter reading below 200 amps.
Reset the “GEN B US TIES circuit break er. If it stays reset, turn the Reset the “GEN B US TIES circuit break er. If it stays reset, turn the
generator ON. If the circuit break er will not reset or if it reopens generator ON. If the circuit break er will not reset or if it reopens
immediately, lea ve the generator OFF , and continue flight with a reduced immediately, lea ve the generator OFF , and continue flight with a reduced
electrical load. Wait 15 minutes and try to reset the circuit breaker. electrical load. Wait 15 minutes and try to reset the circuit breaker.
3-27a REVISED: AUGUST 28, 1980 3-27a REVISED: AUGUST 28, 1980
BATTERY CIRCUIT BREAKER OUT BATTERY CIRCUIT BREAKER OUT
If the battery circuit breaker opens, turn the battery master switch OFF, If the battery circuit breaker opens, turn the battery master switch OFF,
and reset the circuit break er. If the circuit break er does not reopen, turn the and reset the circuit break er. If the circuit break er does not reopen, turn the
battery master switch back ON. I the circuit break er will not stay reset, turn battery master switch back ON. I the circuit break er will not stay reset, turn
the battery master switch OFF and land as soon as practicable. the battery master switch OFF and land as soon as practicable.
DUAL GENERATOR FAILURE (S/N 31T -7804001 thru 31T -8004057) DUAL GENERATOR FAILURE (S/N 31T -7804001 thru 31T -8004057)
If both “GEN INOP” w arning lights illuminate or zero (0) ammeter If both “GEN INOP” w arning lights illuminate or zero (0) ammeter
readings indicate that both generators are inoperati ve. F ollow single readings indicate that both generators are inoperati ve. F ollow single
generator failure procedures for each generator. generator failure procedures for each generator.
If the failure of both generators is verified, leave the switches of the in- If the failure of both generators is verified, leave the switches of the in-
operative generator OFF , maintain the reduced electrical load, and land operative generator OFF , maintain the reduced electrical load, and land
as soon as practicable. When operating with both generators OFF , do not as soon as practicable. When operating with both generators OFF , do not
turn the battery master switch OFF . Prior to e xtending the wing flaps for turn the battery master switch OFF . Prior to e xtending the wing flaps for
landing, the non-essential bus must be turned back ON. landing, the non-essential bus must be turned back ON.
DUAL GENERATOR FAILURE (S/N 31T-8104001 and up) DUAL GENERATOR FAILURE (S/N 31T-8104001 and up)
If both “GEN INOP” w arning lights illuminate or zero (0) ammeter If both “GEN INOP” w arning lights illuminate or zero (0) ammeter
readings indicate that both generators are inoperati ve, turn OFF the gen- readings indicate that both generators are inoperati ve, turn OFF the gen-
erator switches. Turn OFF the non-essential b us, and reduce electrical load erator switches. Turn OFF the non-essential b us, and reduce electrical load
to a minimum. Check for open circuit break ers. Cycle GEN. switches OFF to a minimum. Check for open circuit break ers. Cycle GEN. switches OFF
to ON. to ON.
If the failure of both generators is verified, leave the switches of the in- If the failure of both generators is verified, leave the switches of the in-
operative generators OFF , maintain the reduced electrical load, and land operative generators OFF , maintain the reduced electrical load, and land
as soon as practicable. When operating with both generators OFF , do not as soon as practicable. When operating with both generators OFF , do not
turn the battery master switch OFF . Prior to e xtending the wing flaps for turn the battery master switch OFF . Prior to e xtending the wing flaps for
landing, the non-essential bus must be turned back ON. landing, the non-essential bus must be turned back ON.
REVISED: AUGUST 28, 1980 3-27b REVISED: AUGUST 28, 1980 3-27b
AVIONICS BUS FAILURE (S/N 31T-7804001 thru 31T-8004057) AVIONICS BUS FAILURE (S/N 31T-7804001 thru 31T-8004057)
When a loss of po wer is e xperienced in either b us, the associated When a loss of po wer is e xperienced in either b us, the associated
avionics b us circuit break er should be check ed and reset. If the circuit avionics b us circuit break er should be check ed and reset. If the circuit
breaker f ails to reset, lea ve it out and reset the a vionics b us tie circuit breaker f ails to reset, lea ve it out and reset the a vionics b us tie circuit
breaker. This will restore po wer to the f ailed bus from the functioning b us. breaker. This will restore po wer to the f ailed bus from the functioning b us.
Reduce the total a vionics load and maintain it belo w 50 amps. If safe Reduce the total a vionics load and maintain it belo w 50 amps. If safe
operation of the aircraft requires an electrical load greater than 50 amps, the operation of the aircraft requires an electrical load greater than 50 amps, the
alternate a vionic po wer switch should be turned ON. After suf ficient alternate a vionic po wer switch should be turned ON. After suf ficient
cooling, try to reset the popped avionics bus circuit breaker. cooling, try to reset the popped avionics bus circuit breaker.
When a loss of power has occurred in both avionics buses, check that the When a loss of power has occurred in both avionics buses, check that the
avionics master switch is ON. Pull the a vionics b us tie circuit break er and avionics master switch is ON. Pull the a vionics b us tie circuit break er and
check that the a vionics b us circuit break ers are in, reset if popped. Resume check that the a vionics b us circuit break ers are in, reset if popped. Resume
normal operation if po wer is restored. If only one of the a vionics b uses is normal operation if po wer is restored. If only one of the a vionics b uses is
returned to service, proceed as a single bus failure. If both avionics bus circuit returned to service, proceed as a single bus failure. If both avionics bus circuit
breakers are in the po wer loss is still e vident, pull the a vionics bus tie circuit breakers are in the po wer loss is still e vident, pull the a vionics bus tie circuit
breaker and turn ON the emer gency bus power switch. The avionics bus tie breaker and turn ON the emer gency bus power switch. The avionics bus tie
breaker may be reset if avionics power is less than 50 amps. breaker may be reset if avionics power is less than 50 amps.
AVIONICS BUS FAILURE (S/N 31T-8104001 and up) AVIONICS BUS FAILURE (S/N 31T-8104001 and up)
When a loss of po wer is e xperienced in either b us, the associated When a loss of po wer is e xperienced in either b us, the associated
avionics b us circuit break er should be check ed and reset. If the circuit avionics b us circuit break er should be check ed and reset. If the circuit
breaker f ails to reset, lea ve it out and reset the a vionics b us tie circuit breaker f ails to reset, lea ve it out and reset the a vionics b us tie circuit
breaker. This will restore po wer to the f ailed bus from the functioning b us. breaker. This will restore po wer to the f ailed bus from the functioning b us.
Reduce the total avionics load and maintain it below 50 amps. Reduce the total avionics load and maintain it below 50 amps.
When a loss of po wer has occurred in both a vionics buses, check that When a loss of po wer has occurred in both a vionics buses, check that
the avionics master switch is ON. Pull the a vionics bus tie circuit break er the avionics master switch is ON. Pull the a vionics bus tie circuit break er
and check that the a vionics b us circuit break ers are in, reset if popped. and check that the a vionics b us circuit break ers are in, reset if popped.
Resume normal operation if po wer is restored. If only one of the a vionics Resume normal operation if po wer is restored. If only one of the a vionics
buses is returned to service, proceed as a single b us failure. If both avionics buses is returned to service, proceed as a single b us failure. If both avionics
bus circuit break ers are in and po wer loss is still e vident, pull the a vionics bus circuit break ers are in and po wer loss is still e vident, pull the a vionics
bus tie circuit breaker. The avionics bus tie breaker may be reset if a vionics bus tie circuit breaker. The avionics bus tie breaker may be reset if a vionics
power is less than 50 amps. power is less than 50 amps.
ABNORMAL DEICE AMMETER READINGS ABNORMAL DEICE AMMETER READINGS
The ammeter for the electrothermal deicers should read 26 to 30 amps The ammeter for the electrothermal deicers should read 26 to 30 amps
when the system is ON. when the system is ON.
If the deicer ammeter reads zero when the switch is ON, check the circuit If the deicer ammeter reads zero when the switch is ON, check the circuit
breaker(s). If a break er has opened, reset it. If the switch is ON and the breaker(s). If a break er has opened, reset it. If the switch is ON and the
circuit break ers are set and the ammeter still reads zero, turn the system circuit break ers are set and the ammeter still reads zero, turn the system
OFF and avoid icing conditions. OFF and avoid icing conditions.
If the deicer ammeter reading is less than 26 amps, a void icing condi- If the deicer ammeter reading is less than 26 amps, a void icing condi-
tions, as the continued operation of the system cannot be assured. In an tions, as the continued operation of the system cannot be assured. In an
emergency, the system may be activated, but time of operation must be kept emergency, the system may be activated, but time of operation must be kept
to a minimum. to a minimum.
ELECTRICAL FIRE ELECTRICAL FIRE
Electrical fires can be detected by the distincti ve odor of smouldering Electrical fires can be detected by the distincti ve odor of smouldering
insulation. Since all cabin and panel lighting will be turned OFF during the insulation. Since all cabin and panel lighting will be turned OFF during the
following procedures, be sure that at night a flashlight is in hand before be- following procedures, be sure that at night a flashlight is in hand before be-
ginning the Electrical Fire check list. Also be a ware that remo ving all ginning the Electrical Fire check list. Also be a ware that remo ving all
electrical power from the aircraft will cause depressurization. electrical power from the aircraft will cause depressurization.
Turn OFF the battery master switch and both generators. Since Turn OFF the battery master switch and both generators. Since
electrical gyros will be rendered unreliable, use the air dri ven turn indicator electrical gyros will be rendered unreliable, use the air dri ven turn indicator
for instrument flight. for instrument flight.
Turn OFF the a vionics master switch, climate control master switch, Turn OFF the a vionics master switch, climate control master switch,
and all other electrical switches. Check for open circuit break ers, then pull and all other electrical switches. Check for open circuit break ers, then pull
ALL circuit breakers. ALL circuit breakers.
Turn the battery master and both generators ON. Then, one at a time Turn the battery master and both generators ON. Then, one at a time
reset circuit breakers and turn ON electrical switches until the f aulty unit is reset circuit breakers and turn ON electrical switches until the f aulty unit is
located. Leave the circuit breaker of the faulty unit pulled for the remainder located. Leave the circuit breaker of the faulty unit pulled for the remainder
of the flight. of the flight.
CAUTIONS CAUTIONS
Any time a generator switch is to be turned Any time a generator switch is to be turned
OFF, be careful not to inadv ertently engage OFF, be careful not to inadv ertently engage
the starter. the starter.
When the electrical system is f ailed or shut When the electrical system is f ailed or shut
down, w arning horns and lights are rendered down, w arning horns and lights are rendered
inoperative. inoperative.
NOTE NOTE
When the battery master switch and both gen- When the battery master switch and both gen-
erator switches are OFF , the cabin will de- erator switches are OFF , the cabin will de-
pressurize due to deflation of the door seal. pressurize due to deflation of the door seal.
3.25 PRESSURIZATION SYSTEM MALFUNCTION 3.25 PRESSURIZATION SYSTEM MALFUNCTION
DIFFERENTIAL PRESSURE ABOVE 5.7 PSI OR CONTINU AL DIFFERENTIAL PRESSURE ABOVE 5.7 PSI OR CONTINU AL
C A B I N P R E S S U R E F L U C T U AT I O N AT 5 . 5 P S I ( S E R . N O S . C A B I N P R E S S U R E F L U C T U AT I O N AT 5 . 5 P S I ( S E R . N O S .
31T-7804001 THROUGH 31T-7804011) 31T-7804001 THROUGH 31T-7804011)
Cabin differential pressure is automatically re gulated to 5.5 psi. If the Cabin differential pressure is automatically re gulated to 5.5 psi. If the
pressure exceeds 5.7 psi, a safety v alve releases pressure. If a malfunction pressure exceeds 5.7 psi, a safety v alve releases pressure. If a malfunction
occurs causing differential pressure to exceed 5.7 psi, there will be an aural occurs causing differential pressure to exceed 5.7 psi, there will be an aural
and visual w arning from the annunciator system, and the dif ferential pres- and visual w arning from the annunciator system, and the dif ferential pres-
sure indicator will exceed the red line on the gauge. sure indicator will exceed the red line on the gauge.
If cabin dif ferential pressure e xceeds 5.7 psi, steps should be tak en If cabin dif ferential pressure e xceeds 5.7 psi, steps should be tak en
immediately to reduce it to acceptable limits. Setting the cabin altitude immediately to reduce it to acceptable limits. Setting the cabin altitude
controller to a higher altitude should lo wer the cabin dif ferential pressure. controller to a higher altitude should lo wer the cabin dif ferential pressure.
Descending to a lower altitude should accomplish the same effect. Descending to a lower altitude should accomplish the same effect.
If differential pressure cannot be brought under control, it may become If differential pressure cannot be brought under control, it may become
necessary to unload cabin pressure. This may be done by slo wly lifting the necessary to unload cabin pressure. This may be done by slo wly lifting the
emergency gear e xtender cover. If the cabin is depressurized at a high alti- emergency gear e xtender cover. If the cabin is depressurized at a high alti-
tude, descend and use oxygen as required. tude, descend and use oxygen as required.
The above procedures also apply when cabin pressure fluctuates se veral The above procedures also apply when cabin pressure fluctuates se veral
hundred feet continually. hundred feet continually.
D I F F E R E N T I A L P R E S S U R E A B OV E 5 . 7 P S I O R C O N T I N U A L D I F F E R E N T I A L P R E S S U R E A B OV E 5 . 7 P S I O R C O N T I N U A L
C A B I N P R E S S U R E F L U C T U AT I O N AT 5 . 5 P S I ( S E R . N O S . C A B I N P R E S S U R E F L U C T U AT I O N AT 5 . 5 P S I ( S E R . N O S .
31T-7904001 AND UP) 31T-7904001 AND UP)
Cabin differential pressure is automatically re gulated to 5.5 psi by the Cabin differential pressure is automatically re gulated to 5.5 psi by the
isobaric and safety v alve. If a malfunction occurs causing dif ferential pres- isobaric and safety v alve. If a malfunction occurs causing dif ferential pres-
sure to e xceed 5.7 psi, there will be an aural and visual w arning from the sure to e xceed 5.7 psi, there will be an aural and visual w arning from the
annunciator system, and the dif ferential pressure indicator will e xceed the annunciator system, and the dif ferential pressure indicator will e xceed the
red line on the gauge. red line on the gauge.
If cabin dif ferential pressure e xceeds 5.5 psi, steps should be tak en If cabin dif ferential pressure e xceeds 5.5 psi, steps should be tak en
immediately to reduce it to acceptable limits. Setting the cabin altitude con- immediately to reduce it to acceptable limits. Setting the cabin altitude con-
troller to a higher altitude should lo wer the cabin dif ferential pressure. troller to a higher altitude should lo wer the cabin dif ferential pressure.
Descending to a lower altitude should accomplish the same effect. Descending to a lower altitude should accomplish the same effect.
If differential pressure cannot be brought under control, it may become If differential pressure cannot be brought under control, it may become
necessary to unload cabin pressure. This may be done by slo wly lifting the necessary to unload cabin pressure. This may be done by slo wly lifting the
emergency gear extender cover. Rapid depressurization is possible by select- emergency gear extender cover. Rapid depressurization is possible by select-
ing the dump position on the dump/test switch. The use of the dump switch ing the dump position on the dump/test switch. The use of the dump switch
is recommended only during an extreme emergency. is recommended only during an extreme emergency.
The above procedures also apply when cabin pressure fluctuates se veral The above procedures also apply when cabin pressure fluctuates se veral
hundred feet continually. hundred feet continually.
RAPID INCREASE IN DIFFERENTIAL PRESSURE OR SMOKE OR RAPID INCREASE IN DIFFERENTIAL PRESSURE OR SMOKE OR
FUMES IN CABIN FUMES IN CABIN
If cabin differential pressure rises rapidly, or if the pressurized air in the If cabin differential pressure rises rapidly, or if the pressurized air in the
cabin becomes contaminated with smok e or fumes, immediately depres- cabin becomes contaminated with smok e or fumes, immediately depres-
surize the cabin by slo wly lifting the emer gency gear e xtender cover. Place surize the cabin by slo wly lifting the emer gency gear e xtender cover. Place
the cabin air control in the OUTSIDE AIR position. At high altitudes, be gin the cabin air control in the OUTSIDE AIR position. At high altitudes, be gin
descent and use oxygen as required. descent and use oxygen as required.
If fire is suspected, do not use oxygen in a pressurized cabin or at lo wer If fire is suspected, do not use oxygen in a pressurized cabin or at lo wer
altitudes where oxygen is not required. altitudes where oxygen is not required.
CABIN ALTITUDE ABOVE 10,500 FEET CABIN ALTITUDE ABOVE 10,500 FEET
If the annunciator w arning and cabin altitude gauge indicate that cabin If the annunciator w arning and cabin altitude gauge indicate that cabin
altitude has e xceeded 10,500 feet, descend until cabin altitude f alls below altitude has e xceeded 10,500 feet, descend until cabin altitude f alls below
10,500 feet. Use emergency oxygen if necessary. 10,500 feet. Use emergency oxygen if necessary.
NOTES NOTES
For oxygen system procedures, see P aragraph For oxygen system procedures, see P aragraph
3.27. 3.27.
If the pressurization system malfunctions, do If the pressurization system malfunctions, do

not attempt pressurized flight until the system not attempt pressurized flight until the system
is serviced and the fault corrected. is serviced and the fault corrected.
3.27 EMERGENCY OXYGEN SYSTEM 3.27 EMERGENCY OXYGEN SYSTEM
Emergency oxygen should be used an y time the cabin altitude e xceeds Emergency oxygen should be used an y time the cabin altitude e xceeds
10,000 feet. Should the need arise for oxygen to be emplo yed, pull the 10,000 feet. Should the need arise for oxygen to be emplo yed, pull the
oxygen control knob to ON, and don mask checking flo w indicator fre- oxygen control knob to ON, and don mask checking flo w indicator fre-
quently to assure proper function. quently to assure proper function.
To use oxygen in the cabin area on aircraft with serial numbers To use oxygen in the cabin area on aircraft with serial numbers
31T-7804001 through 31T -8104041, 31T-8104043 through 31T -8104046. 31T-7804001 through 31T -8104041, 31T-8104043 through 31T -8104046.
31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053 through 31T- 31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053 through 31T-
8104058, 31T-8104060 and 31T -8104061, open center o verhead storage 8104058, 31T-8104060 and 31T -8104061, open center o verhead storage
compartment, insert oxygen mask f ittings in the receptacles, don the mask compartment, insert oxygen mask f ittings in the receptacles, don the mask
and check no w indicator frequently . To use oxygen in the cabin area on and check no w indicator frequently . To use oxygen in the cabin area on
aircraft with serial numbers 31T -8104042, 31T-8104047, 31T-8104049, aircraft with serial numbers 31T -8104042, 31T-8104047, 31T-8104049,
31T-8104052, 31T-8104059, 31T-8104062 and up, open center o verhead 31T-8104052, 31T-8104059, 31T-8104062 and up, open center o verhead
compartment and pull mask to f ace (lanyard will pull flo w activating pin), compartment and pull mask to f ace (lanyard will pull flo w activating pin),
don the mask and check the flow indicator frequently. don the mask and check the flow indicator frequently.
The pilot should monitor the oxygen pressure gauge to determine The pilot should monitor the oxygen pressure gauge to determine
oxygen supply and consumption. oxygen supply and consumption.
WARNING WARNING
Certain petroleum base substances (mustache Certain petroleum base substances (mustache
wax, lipstick, etc.) are comb ustible in the wax, lipstick, etc.) are comb ustible in the
presence of 100% oxygen. Donning mask set at presence of 100% oxygen. Donning mask set at
100% oxygen could cause b urns to areas 100% oxygen could cause b urns to areas
where petroleum base substances ha ve been where petroleum base substances ha ve been
applied. applied.
If oxygen cylinder has a pressure of 1800 psi at 70°F (21°C) when the use If oxygen cylinder has a pressure of 1800 psi at 70°F (21°C) when the use
of oxygen is begun, oxygen will be available as listed in the follo wing figures. of oxygen is begun, oxygen will be available as listed in the follo wing figures.
22 CUBIC FOOT OXYGEN CYLINDER (STANDARD) 22 CUBIC FOOT OXYGEN CYLINDER (STANDARD)
Oxygen Supply Range Cylinder Pressure Oxygen Supply Range Cylinder Pressure
Occupants in Hours With Fully Required for 10 Min. Occupants in Hours With Fully Required for 10 Min.
Charged Cylinder Supply (21 °C)* Charged Cylinder Supply (21 °C)*
120 LPH Mask 120 LPH Mask 120 LPH Mask 120 LPH Mask
Crew Passengers Red Band Red Band Crew Passengers Red Band Red Band
1 4.37 260 1 4.37 260

1 1 2.18 318 1 1 2.18 318
1 2 1.46 376 1 2 1.46 376
1 3 1.09 433 1 3 1.09 433
1 4 .87 491 1 4 .87 491
1 5 .73 549 1 5 .73 549
1 6 .62 607 1 6 .62 607
48 CUBIC FOOT OXYGEN CYLINDER (OPTIONAL) 48 CUBIC FOOT OXYGEN CYLINDER (OPTIONAL)
Oxygen Supply Range Cylinder Pressure Oxygen Supply Range Cylinder Pressure
Occupants in Hours With Fully Required for 10 Min. Occupants in Hours With Fully Required for 10 Min.
Charged Cylinder Supply (21°C)* Charged Cylinder Supply (21°C)*
120 LPH Mask 120 LPH Mask 120 LPH Mask 120 LPH Mask
Crew Passengers Red Band Red Band Crew Passengers Red Band Red Band
1 1.00 230 1 1.00 230

1 1 5.50 260 1 1 5.50 260
1 2 3.67 280 1 2 3.67 280
1 3 2.75 310 1 3 2.75 310
1 4 2.20 340 1 4 2.20 340
1 5 1.83 360 1 5 1.83 360
1 6 1.57 390 1 6 1.57 390
*For flight abo ve 25,000 feet a minimum oxygen supply of 10 minutes for *For flight abo ve 25,000 feet a minimum oxygen supply of 10 minutes for
each occupant is required. each occupant is required.
OXYGEN SUPPLY/CYLINDER PRESSURE OXYGEN SUPPLY/CYLINDER PRESSURE

(SERIAL NOS. 31T-7804001 THROUGH 31T-7804011) (SERIAL NOS. 31T-7804001 THROUGH 31T-7804011)
REVISED: MAY 15, 1990 3-32a REVISED: MAY 15, 1990 3-32a
OXYGEN DURATION WITH FULLY CHARGED TANK OXYGEN DURATION WITH FULLY CHARGED TANK
No. Of Masks Oxygen Duration (Minutes) No. Of Masks Oxygen Duration (Minutes)
In Operation 22 Ft. 3 48 Ft. 3 In Operation 22 Ft. 3 48 Ft. 3
1 146.9 320.5 1 146.9 320.5

2 73.4 160.3 2 73.4 160.3
3 49.0 106.8 3 49.0 106.8
4 36.7 80.1 4 36.7 80.1
5 29.4 64.1 5 29.4 64.1
6 24.5 53.4 6 24.5 53.4
7 21.0 45.8 7 21.0 45.8
8 18.4 40.1 8 18.4 40.1
9 16.3 35.6 9 16.3 35.6
10 14.7 32.1 10 14.7 32.1
CYLINDER PRESSURE REQUIRED FOR 10 MINUTE SUPPLY* CYLINDER PRESSURE REQUIRED FOR 10 MINUTE SUPPLY*
No. Of Masks PSI (22) PSI (48) No. Of Masks PSI (22) PSI (48)
In Operation 10 Min. 10 Min. In Operation 10 Min. 10 Min.
Supply Press. Supply Press. Supply Press. Supply Press.
1 309 250 1 309 250

2 418 300 2 418 300
3 527 350 3 527 350
4 636 400 4 636 400
5 745 450 5 745 450
6 854 500 6 854 500
7 962 549 7 962 549
8 1071 599 8 1071 599
9 1180 649 9 1180 649
10 1289 699 10 1289 699
NOTE NOTE
A Diluter Demand Mask operating at 100% A Diluter Demand Mask operating at 100%
or Therapeutic Mask shall count as 2 masks. or Therapeutic Mask shall count as 2 masks.
*For flight abo ve 25,000 feet a minimum oxygen supply of 10 minutes for *For flight abo ve 25,000 feet a minimum oxygen supply of 10 minutes for
each occupant is required. each occupant is required.
OXYGEN SUPPLY/CYLINDER PRESSURE OXYGEN SUPPLY/CYLINDER PRESSURE

(SERIAL NOS. 31T-7904028 THROUGH 31T-7804011) (SERIAL NOS. 31T-7904028 THROUGH 31T-7804011)
3-32b REVISED: MAY 15, 1990 3-32b REVISED: MAY 15, 1990
3-32c 3-32c
3-32d 3-32d
3-32e 3-32e
3-32f 3-32f
3-32g 3-32g
3-32h 3-32h
3-32i 3-32i
3-32j 3-32j
3.29 CROSSFEED PROCEDURE 3.29 CROSSFEED PROCEDURE
The fuel crossfeed system may be used if during single-engine flight it The fuel crossfeed system may be used if during single-engine flight it
becomes necessary to use fuel from the inoperati ve engine side to e xtend becomes necessary to use fuel from the inoperati ve engine side to e xtend
range. range.
To use crossfeed, turn ON the fuel pump of the inoperati ve engine. To use crossfeed, turn ON the fuel pump of the inoperati ve engine.
Turn the crossfeed v alve ON, and turn OFF the fuel pump of the operating Turn the crossfeed v alve ON, and turn OFF the fuel pump of the operating
engine engine
Fuel crossfeed should be OFF during landings; therefore, be sure that Fuel crossfeed should be OFF during landings; therefore, be sure that
before landing the fuel pump of the operating engine is returned to ON and before landing the fuel pump of the operating engine is returned to ON and
the crossfeed is turned OFF . Turn OFF fuel pump on inoperati ve engine. the crossfeed is turned OFF . Turn OFF fuel pump on inoperati ve engine.
3.31 EMERGENCY DESCENT PROCEDURES 3.31 EMERGENCY DESCENT PROCEDURES
If it becomes necessary to descend rapidly to a lo wer altitude, retard the If it becomes necessary to descend rapidly to a lo wer altitude, retard the
power le vers to IDLE and adv ance the propeller controls fully forw ard for power le vers to IDLE and adv ance the propeller controls fully forw ard for
the 2200 RPM. When lowering the nose during initial pusho ver, roll the air - the 2200 RPM. When lowering the nose during initial pusho ver, roll the air -
plane 30° until the nose is down to the desired pitch angle, then roll the wings plane 30° until the nose is down to the desired pitch angle, then roll the wings
level. level.
When descending in smooth air, or if a high speed descent is desired, the When descending in smooth air, or if a high speed descent is desired, the
gear and flaps should be left retracted. Maintain the airspeed at red line, and gear and flaps should be left retracted. Maintain the airspeed at red line, and
assume a wings level, nose down altitude. Trim as necessary. assume a wings level, nose down altitude. Trim as necessary.
When descending in rough air , or if a lo w speed of descent is desired, When descending in rough air , or if a lo w speed of descent is desired,
slow to 171 KIAS and e xtend 15° of flaps. At an airspeed below 154 KIAS, slow to 171 KIAS and e xtend 15° of flaps. At an airspeed below 154 KIAS,
extend the landing gear . When the airspeed f alls belo w 141 KIAS, fully extend the landing gear . When the airspeed f alls belo w 141 KIAS, fully
extend the flaps to 40°. Continue descent without e xceeding 148 KIAS. extend the flaps to 40°. Continue descent without e xceeding 148 KIAS.
Maintain a wings level, nose down attitude, trimming as necessary. Maintain a wings level, nose down attitude, trimming as necessary.
If a pressurization f ailure has occurred, emplo y emer gency oxygen at If a pressurization f ailure has occurred, emplo y emer gency oxygen at
altitudes above 10,000 feet (see Paragraph 3.27). altitudes above 10,000 feet (see Paragraph 3.27).
Vertical speed during descent will be approximately 5000 feet per Vertical speed during descent will be approximately 5000 feet per
minute. Descend off the airway, and be aware of terrain elevation. minute. Descend off the airway, and be aware of terrain elevation.
3.33 EMERGENCY GEAR EXTENSION 3.33 EMERGENCY GEAR EXTENSION
If the landing gear will not extend by normal means, the emergency gear If the landing gear will not extend by normal means, the emergency gear
extender pro vides hydraulic pressure for gear e xtension. Remember that if extender pro vides hydraulic pressure for gear e xtension. Remember that if
the cabin is pressurized, raising the emer gency gear e xtender co ver will the cabin is pressurized, raising the emer gency gear e xtender co ver will
dump pressure. dump pressure.
Maintain airspeed belo w 130 KIAS. Lift the emer gency gear e xtender Maintain airspeed belo w 130 KIAS. Lift the emer gency gear e xtender
cover located on the floor between the pilot and copilot seats. Note that cover located on the floor between the pilot and copilot seats. Note that
emergency gear e xtension procedures are printed on the underside of the emergency gear e xtension procedures are printed on the underside of the
cover. cover.
Place the gear selector le ver in the DO WN position; e xtend the emer- Place the gear selector le ver in the DO WN position; e xtend the emer-
gency hand pump handle, and pump up and do wn on the handle until all gency hand pump handle, and pump up and do wn on the handle until all
three green gear do wn lights illuminate and the gear selector returns to three green gear do wn lights illuminate and the gear selector returns to
neutral. Visually check gear e xtension by observing the nose gear in the neutral. Visually check gear e xtension by observing the nose gear in the
mirror on the left nacelle. The master switch or a generator switch must be mirror on the left nacelle. The master switch or a generator switch must be
ON for the gear lights to illuminate. ON for the gear lights to illuminate.
3.35 GEAR UP LANDING 3.35 GEAR UP LANDING
If all normal and emer gency gear e xtension procedures ha ve f ailed, a If all normal and emer gency gear e xtension procedures ha ve f ailed, a
gear up landing will be necessary. Select a suitable landing area. If possible, gear up landing will be necessary. Select a suitable landing area. If possible,
inform ground personnel of the emer gency situation. If time allo ws, b urn inform ground personnel of the emer gency situation. If time allo ws, b urn
off excess fuel. Brief passengers on the use of the emer gency exit and be sure off excess fuel. Brief passengers on the use of the emer gency exit and be sure
that all occupants ha ve seat belts and shoulder harnesses secured properly . that all occupants ha ve seat belts and shoulder harnesses secured properly .
When ready to land, complete the landing check list as for a normal When ready to land, complete the landing check list as for a normal
landing, e xcept that the gear selector should be in the UP position. Turn landing, e xcept that the gear selector should be in the UP position. Turn
OFF the autopilot, both generator switches, and the battery master switch OFF the autopilot, both generator switches, and the battery master switch
(daylight). (daylight).
Make a normal approach, and when the runw ay is “made” and landing Make a normal approach, and when the runw ay is “made” and landing
is assured, place condition le vers in ST OP, propeller le vers in FEA THER, is assured, place condition le vers in ST OP, propeller le vers in FEA THER,
and turn OFF f irewall shut-off valves. Land smoothly , touching do wn in a and turn OFF f irewall shut-off valves. Land smoothly , touching do wn in a
level attitude and turn OFF the battery master switch (night). All occupants level attitude and turn OFF the battery master switch (night). All occupants
should evacuate as soon as the airplane has stopped. should evacuate as soon as the airplane has stopped.
WARNING WARNING
Total drag of the airplane will be signif icantly Total drag of the airplane will be signif icantly
reduced with props in feather. Pilot should plan reduced with props in feather. Pilot should plan
for increased landing distances. for increased landing distances.
3.37 EMERGENCY EXIT 3.37 EMERGENCY EXIT
The second window aft of the windshield on the right side of the fuselage The second window aft of the windshield on the right side of the fuselage
is an emergency exit. is an emergency exit.
To use the emergency exit, remove the plexiglas cover over the handle; To use the emergency exit, remove the plexiglas cover over the handle;
then pull the handle and pull in on the exit window. then pull the handle and pull in on the exit window.
NOTE NOTE
The cabin must be depressurized before at- The cabin must be depressurized before at-
tempting to open the emergency exit. tempting to open the emergency exit.
3.39 ASYMMETRIC FLAP CONDITION (SER. NOS. 31T -7804001 3.39 ASYMMETRIC FLAP CONDITION (SER. NOS. 31T -7804001
THROUGH 31T-7804011) THROUGH 31T-7804011)
In the e vent of a flap system f ailure, an asymmetric (“split”) flap condi- In the e vent of a flap system f ailure, an asymmetric (“split”) flap condi-
tion may occur . Lar ge flap asymmetry (40° dif ferential) may be a voided by tion may occur . Lar ge flap asymmetry (40° dif ferential) may be a voided by
using the incremental flap e xtension and retraction procedures detailed in using the incremental flap e xtension and retraction procedures detailed in
Paragraph 7.19. Paragraph 7.19.
An asymmetric condition of 0° and 15°, or 15° and 40° may be handled An asymmetric condition of 0° and 15°, or 15° and 40° may be handled
with (a) approximately 50% of the a vailable aileron deflection opposite the with (a) approximately 50% of the a vailable aileron deflection opposite the
direction of roll tendenc y, (b) ne gligible rudder, and (c) symmetric engine direction of roll tendenc y, (b) ne gligible rudder, and (c) symmetric engine
power at 116 KIAS or slightly abo ve the single-engine best rate-of-climb power at 116 KIAS or slightly abo ve the single-engine best rate-of-climb
speed of 110 KIAS (“blue line”). Higher speeds require more aileron force, speed of 110 KIAS (“blue line”). Higher speeds require more aileron force,
while lo wer speeds necessitate increased aileron deflection angles. There- while lo wer speeds necessitate increased aileron deflection angles. There-
fore, with an asymmetric flap conf iguration, airspeed should be maintained fore, with an asymmetric flap conf iguration, airspeed should be maintained
near the “blue line” and landing accomplished at slightly (+ 10 KIAS) abo ve near the “blue line” and landing accomplished at slightly (+ 10 KIAS) abo ve
normal touchdown speed. normal touchdown speed.
A large flap asymmetry (40° dif ferential) will necessitate (a) full aileron A large flap asymmetry (40° dif ferential) will necessitate (a) full aileron
opposite roll tendenc y, (b) the use of rudder in the direction of the lar ger flap opposite roll tendenc y, (b) the use of rudder in the direction of the lar ger flap
extension, and (c) asymmetric engine po wer (added po wer on the side of the extension, and (c) asymmetric engine po wer (added po wer on the side of the
lesser flap extension angle) to maintain straight flight. lesser flap extension angle) to maintain straight flight.
It may be possible to neutralize an asymmetric flap condition by re- It may be possible to neutralize an asymmetric flap condition by re-
turning a still-operable flap se gment to the position of the inoperable se g- turning a still-operable flap se gment to the position of the inoperable se g-
ment. At the onset of an asymmetrical flap condition, return the flap con- ment. At the onset of an asymmetrical flap condition, return the flap con-
trol switch to its original position. trol switch to its original position.
Do not attempt to reset the flap time-delay relay system in flight. A Do not attempt to reset the flap time-delay relay system in flight. A
maximum of approximately 9° flap asymmetry results from f ailure of the maximum of approximately 9° flap asymmetry results from f ailure of the
left flap to leave a limit switch position, and resetting this system could result left flap to leave a limit switch position, and resetting this system could result
in another second of right flap operation with an attendant increase in in another second of right flap operation with an attendant increase in
asymmetry. (See Paragraph 7.19.) asymmetry. (See Paragraph 7.19.)
3.40 FLAP SYSTEM MALFUNCTION (SER. NOS. 31T -7904001 3.40 FLAP SYSTEM MALFUNCTION (SER. NOS. 31T -7904001
AND UP) AND UP)
In the event the “FLAP” annunciator should illuminate, the flap selector In the event the “FLAP” annunciator should illuminate, the flap selector
switch should be check ed for proper operation. If the flaps respond to switch should be check ed for proper operation. If the flaps respond to
command an internal component of the amplif ier has f ailed. The flaps are command an internal component of the amplif ier has f ailed. The flaps are
still usable and the amplif ier should be repaired before the ne xt flight. If the still usable and the amplif ier should be repaired before the ne xt flight. If the
flaps do not respond a flap system shutdo wn has occurred. Check the flap flaps do not respond a flap system shutdo wn has occurred. Check the flap
symmetry. The amplifier may have shut down the system because it detected symmetry. The amplifier may have shut down the system because it detected
a 5° dif ferential in flap position or one of the rheostats may ha ve f ailed. a 5° dif ferential in flap position or one of the rheostats may ha ve f ailed.
Determine through control wheel input that an asymmetric condition does Determine through control wheel input that an asymmetric condition does
not exist (i.e., the control wheel is not displaced in the direction of the lar ger not exist (i.e., the control wheel is not displaced in the direction of the lar ger
flap deflection angle to maintain heading). Check and reset the flap motor flap deflection angle to maintain heading). Check and reset the flap motor
circuit break er. If the flaps still remain inoperati ve, a rheostat may ha ve circuit break er. If the flaps still remain inoperati ve, a rheostat may ha ve
failed. The shutdown will remain until the system has been repaired. failed. The shutdown will remain until the system has been repaired.
When the flap selector becomes inoperati ve and the annunciator does When the flap selector becomes inoperati ve and the annunciator does
not illuminate, check the flap position indicator . If the indicator is pointing not illuminate, check the flap position indicator . If the indicator is pointing
to OFF, power has been lost to the amplif ier. Without power the amplif ier to OFF, power has been lost to the amplif ier. Without power the amplif ier
cannot acti vate the annunciator . Check and reset the flap control circuit cannot acti vate the annunciator . Check and reset the flap control circuit
breaker. If the indicator is sho wing the flap position, test the annunciator for breaker. If the indicator is sho wing the flap position, test the annunciator for
proper operation. If the annunciator f ails to illuminate, proceed as a system proper operation. If the annunciator f ails to illuminate, proceed as a system
shutdown and determine the cause. When it has been determined that shut- shutdown and determine the cause. When it has been determined that shut-
down was not caused by an asymmetric flap condition, check and reset the down was not caused by an asymmetric flap condition, check and reset the
flap motor circuit break er. If the annunciator functions properly when flap motor circuit break er. If the annunciator functions properly when
tested, check and reset the flap motor circuit breaker. tested, check and reset the flap motor circuit breaker.
3.41 ALTERNATE STATIC SOURCE 3.41 ALTERNATE STATIC SOURCE
In the e vent the alternate static source must be used, the control le ver In the e vent the alternate static source must be used, the control le ver
located on the instrument panel to the right of the control pedestal should be located on the instrument panel to the right of the control pedestal should be
moved to the right (ALTERNATE SOURCE). moved to the right (ALTERNATE SOURCE).
Correct the airspeed and altimeter indications using the correction Correct the airspeed and altimeter indications using the correction
graphs provided in Section 5. graphs provided in Section 5.
3.43 FLIGHT WITH PRIMAR Y LONGITUDIN AL CONTR OL 3.43 FLIGHT WITH PRIMAR Y LONGITUDIN AL CONTR OL
FAILED FAILED
When ready for a landing approach, trim the airplane in le vel flight to When ready for a landing approach, trim the airplane in le vel flight to
130-140 KIAS. Select the longest runway in the area. 130-140 KIAS. Select the longest runway in the area.
Extend the landing gear and maintain 130-140 KIAS. Extend the landing gear and maintain 130-140 KIAS.
CAUTION CAUTION
Do not lo wer approach flaps before landing Do not lo wer approach flaps before landing
gear is down and locked. gear is down and locked.
After the landing gear is do wn and lock ed (3 green lights) the flaps After the landing gear is do wn and lock ed (3 green lights) the flaps
should be e xtended to 15° (approach detent). Trim the airplane to 112-116 should be e xtended to 15° (approach detent). Trim the airplane to 112-116
KIAS (approx. 600 lb. ft. torque, 2000 RPM Np). When positioned over the KIAS (approx. 600 lb. ft. torque, 2000 RPM Np). When positioned over the
landing runw ay, flare the airplane with trim tabs alone and slo wly reduce landing runw ay, flare the airplane with trim tabs alone and slo wly reduce
power. power.
CAUTION CAUTION
Do not extend full flaps. Do not extend full flaps.
3.45 ANNUNCIATOR FAILURE 3.45 ANNUNCIATOR FAILURE
NOTE NOTE
The follo wing procedures are intended as in- The follo wing procedures are intended as in-
flight remedies. If an annunciator system mal- flight remedies. If an annunciator system mal-
function occurs, maintenance should be per- function occurs, maintenance should be per-
formed by a certif ied mechanic as soon as formed by a certif ied mechanic as soon as
possible. possible.
ILLUMINATION OF ANNUNCIATOR POWER DISPLAY LIGHT ILLUMINATION OF ANNUNCIATOR POWER DISPLAY LIGHT
The illumination of the “ANN POWER” display light indicates that one The illumination of the “ANN POWER” display light indicates that one
or more of the six following malfunctions requires attention: or more of the six following malfunctions requires attention:
(a) Essential Power OFF (a) Essential Power OFF
AIRCRAFT WITH S/N 31T-7804001 THRU 31T-8004057 AIRCRAFT WITH S/N 31T-7804001 THRU 31T-8004057
The annunciator controller recei ves 28 input v olts from the The annunciator controller recei ves 28 input v olts from the
essential bus through three sources: the annunciator po wer circuit essential bus through three sources: the annunciator po wer circuit
and the left and right engine f ire extinguisher inoperative circuits. and the left and right engine f ire extinguisher inoperative circuits.
(If optional engine f ire e xtinguishers are not installed, the three (If optional engine f ire e xtinguishers are not installed, the three
sources are annunciator po wer, annunciator w arning 1 and annun- sources are annunciator po wer, annunciator w arning 1 and annun-
ciator w arning 2). The circuit break ers are labeled accordingly . ciator w arning 2). The circuit break ers are labeled accordingly .
Loss of power from the annunciator power circuit will illuminate the Loss of power from the annunciator power circuit will illuminate the
“ANN POWER” display light. If f ailure of the annunciator po wer “ANN POWER” display light. If f ailure of the annunciator po wer
circuit occurs, the annunciator system will continue to function circuit occurs, the annunciator system will continue to function
powered by the two remaining power sources. powered by the two remaining power sources.
During operation with the annunciator po wer circuit disabled, During operation with the annunciator po wer circuit disabled,
the “ANN POWER” display light will remain lit, and the source of the “ANN POWER” display light will remain lit, and the source of
power to the annunciator controller heater will be lost. With the power to the annunciator controller heater will be lost. With the
controller heater inoperative, the possibility of an annunciator con- controller heater inoperative, the possibility of an annunciator con-
troller undertemperature condition increases, especially in lo w troller undertemperature condition increases, especially in lo w
(-55°C) ambient temperatures. (-55°C) ambient temperatures.
AIRCRAFT WITH S/N 31T-8104001 AND UP AIRCRAFT WITH S/N 31T-8104001 AND UP
The annunciator controller receives 28 input volts from the bus The annunciator controller receives 28 input volts from the bus
system through two sources: the annunciator po wer circuit breaker system through two sources: the annunciator po wer circuit breaker
located in the left main circuit break er panel and from an alternate located in the left main circuit break er panel and from an alternate
annunciator po wer fuse located on the battery fuse b us. Loss of annunciator po wer fuse located on the battery fuse b us. Loss of
power from an annunciator power source will illuminate the “ANN power from an annunciator power source will illuminate the “ANN
POWER” display light. If f ailure of an annunciator po wer circuit POWER” display light. If f ailure of an annunciator po wer circuit
occurs, the annunciator system will continue to function, po wered occurs, the annunciator system will continue to function, po wered
by the remaining power source. by the remaining power source.
(b) Annunciator Controller Overtemperature (b) Annunciator Controller Overtemperature
If the heater serv o on the annunciator controller f ails and the If the heater serv o on the annunciator controller f ails and the
annunciator controller internal temperature e xceeds 70°C, the annunciator controller internal temperature e xceeds 70°C, the
annunciator power display light will illuminate. If the ambient tem- annunciator power display light will illuminate. If the ambient tem-
perature is high, there is reason to suspect a controller o vertemperature is high, there is reason to suspect a controller o vertem-
perature condition. perature condition.
The annunciator controller heater is po wered through the an- The annunciator controller heater is po wered through the an-
nunciator po wer circuit. To correct an o vertemperature condition, nunciator po wer circuit. To correct an o vertemperature condition,
pull the annunciator po wer circuit break er until the controller has pull the annunciator po wer circuit break er until the controller has
cooled down. When the annunciator po wer circuit is restored after cooled down. When the annunciator po wer circuit is restored after
the controller is cool, the annunciator po wer display light will e x- the controller is cool, the annunciator po wer display light will e x-
tinguish and remain unlit unless the internal temperature of the con- tinguish and remain unlit unless the internal temperature of the con-
troller again e xceeds 70°C. The pilot may elect to lea ve the an- troller again e xceeds 70°C. The pilot may elect to lea ve the an-
nunciator power circuit disabled with po wer being supplied to the nunciator power circuit disabled with po wer being supplied to the
annunciator system by the remaining power source. annunciator system by the remaining power source.
(c) Annunciator Controller Undertemperature (c) Annunciator Controller Undertemperature
If the annunciator power circuit is disabled or if the heater serv o If the annunciator power circuit is disabled or if the heater serv o
on the annunciator controller f ails and the internal temperature of on the annunciator controller f ails and the internal temperature of
the controller goes belo w -40°C, the annunciator po wer display the controller goes belo w -40°C, the annunciator po wer display
light will illuminate. In the e vent of a controller undertemperature light will illuminate. In the e vent of a controller undertemperature
condition, operation at a higher ambient temperature should allo w condition, operation at a higher ambient temperature should allo w
the annunciator system to remain functional. the annunciator system to remain functional.
(d) Internal Flasher Power Supply Failure (d) Internal Flasher Power Supply Failure
If the internal flasher power supply fails, the annunciator power If the internal flasher power supply fails, the annunciator power
display light will illuminate. If pressing the annunciator test switch display light will illuminate. If pressing the annunciator test switch
does not activate the master caution indicator and cause the display does not activate the master caution indicator and cause the display
lights to flash, such a malfunction is indicated. With the internal lights to flash, such a malfunction is indicated. With the internal
flasher power supply f ailed, the annunciator functions as a display flasher power supply f ailed, the annunciator functions as a display
only. If a monitored system malfunctions under these conditions, only. If a monitored system malfunctions under these conditions,
the associated display light will illuminate without flashing and the associated display light will illuminate without flashing and
without a master caution indication. without a master caution indication.
INTERNAL BIAS SUPPLY FAILURE INTERNAL BIAS SUPPLY FAILURE
The annunciator controller contains an internal bias supply . If this The annunciator controller contains an internal bias supply . If this
supply f ails, the master caution indicator/reset switch is disabled. The an- supply f ails, the master caution indicator/reset switch is disabled. The an-
nunciator power display light will not flash. Ho wever, both of the oil temper - nunciator power display light will not flash. Ho wever, both of the oil temper -
ature lights will flash. If a display channel is acti vated while the system is in ature lights will flash. If a display channel is acti vated while the system is in
such a failed condition, the display light will flash and will remain flashing. such a failed condition, the display light will flash and will remain flashing.
Any additional channels that are acti vated will flash also. Pressing the test Any additional channels that are acti vated will flash also. Pressing the test
switch will cause all red display lights, whether active or inactive, to flash. switch will cause all red display lights, whether active or inactive, to flash.
REPORT: 2124 ISSUED: OCTOBER 13, 1978 REPORT: 2124 ISSUED: OCTOBER 13, 1978
In the e vent of an internal bias supply f ailure, the system is still func- In the e vent of an internal bias supply f ailure, the system is still func-
tional as a display . A malfunction under these conditions will cause the tional as a display . A malfunction under these conditions will cause the
associated display light to flash without a master caution indication. associated display light to flash without a master caution indication.
CAUTION CAUTION
In the e vent of an internal bias supply f ailure, In the e vent of an internal bias supply f ailure,
the oil temperature display will flash re gardless the oil temperature display will flash re gardless
of whether or not the oil temperature is high. It of whether or not the oil temperature is high. It
is therefore imperative the pilot monitor the oil is therefore imperative the pilot monitor the oil
temperature gauge for the remainder of the temperature gauge for the remainder of the
flight, re gardless of whether or not the oil flight, re gardless of whether or not the oil
temperature display is lit. temperature display is lit.
DIMMER CIRCUIT FAILURE DIMMER CIRCUIT FAILURE
In the event of a dimmer circuit f ailure, the display will no longer ha ve In the event of a dimmer circuit f ailure, the display will no longer ha ve
the capacity of being dimmed. Such a f ailure will cause the display to auto- the capacity of being dimmed. Such a f ailure will cause the display to auto-
matically go to and remain in the bright mode without an y correcti ve matically go to and remain in the bright mode without an y correcti ve
measures necessary. measures necessary.
ISSUES): OCTOBER 13, 1978 REPORT: 2124 ISSUES): OCTOBER 13, 1978 REPORT: 2124
3-41 3-41
SECTION 4 SECTION 4
NORMAL PROCEDURES NORMAL PROCEDURES

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

4.3 Airspeeds for Safe Operation...................................................... 4-1 4.3 Airspeeds for Safe Operation...................................................... 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 Engines ......................................................... 4-5 Before Starting Engines ......................................................... 4-5
Engine Start............................................................................ 4-6 Engine Start............................................................................ 4-6
Before Taxi............................................................................. 4-8 Before Taxi............................................................................. 4-8
Taxiing ................................................................................... 4-9 Taxiing ................................................................................... 4-9
Engine Run-Up ...................................................................... 4-9 Engine Run-Up ...................................................................... 4-9
Before Takeoff ....................................................................... 4-10 Before Takeoff ....................................................................... 4-10
Takeoff and Climb.................................................................. 4-10 Takeoff and Climb.................................................................. 4-10
Cruise ..................................................................................... 4-11 Cruise ..................................................................................... 4-11
Flight in Icing Conditions ...................................................... 4-11 Flight in Icing Conditions ...................................................... 4-11
Descent................................................................................... 4-11 Descent................................................................................... 4-11
Before Landing ...................................................................... 4-11 Before Landing ...................................................................... 4-11
Balked Landing...................................................................... 4-12 Balked Landing...................................................................... 4-12
After Landing......................................................................... 4-12 After Landing......................................................................... 4-12
Shutdown ............................................................................... 4-12 Shutdown ............................................................................... 4-12
4.7 Amplified Normal Procedures (General).................................... 4-13 4.7 Amplified Normal Procedures (General).................................... 4-13
4.9 Preflight Check ........................................................................... 4-13 4.9 Preflight Check ........................................................................... 4-13
4.11 Before Starting Engines.............................................................. 4-18 4.11 Before Starting Engines.............................................................. 4-18
4.13 Engine Start ................................................................................ 4-19 4.13 Engine Start ................................................................................ 4-19
4.15 Before Taxi ................................................................................. 4-21 4.15 Before Taxi ................................................................................. 4-21
4.17 Taxiing ........................................................................................ 4-22 4.17 Taxiing ........................................................................................ 4-22
4.19 Engine Run-Up ........................................................................... 4-22 4.19 Engine Run-Up ........................................................................... 4-22
4.21 Before Takeoff ............................................................................ 4-24 4.21 Before Takeoff ............................................................................ 4-24
4.23 Takeoff and Climb ...................................................................... 4-25 4.23 Takeoff and Climb ...................................................................... 4-25

4-i 4-i

No. No. No. No.
4.25 Cruise.......................................................................................... 4-26 4.25 Cruise.......................................................................................... 4-26

4.27 Flight in Icing Conditions........................................................... 4-26 4.27 Flight in Icing Conditions........................................................... 4-26
4.29 Descent ....................................................................................... 4-27 4.29 Descent ....................................................................................... 4-27
4.31 Before Landing ........................................................................... 4-27 4.31 Before Landing ........................................................................... 4-27
4.33 Balked Landing........................................................................... 4-29 4.33 Balked Landing........................................................................... 4-29
4.35 After landing............................................................................... 4-29 4.35 After landing............................................................................... 4-29
4.37 Shutdown .................................................................................... 4-29 4.37 Shutdown .................................................................................... 4-29
4.39 Cabin Pressurization System ...................................................... 4-30 4.39 Cabin Pressurization System ...................................................... 4-30
4.41 Environmental Control System Operation.................................. 4-33 4.41 Environmental Control System Operation.................................. 4-33
4.43 Ice Protection System ................................................................. 4-35 4.43 Ice Protection System ................................................................. 4-35
4.45 VSSE - Intentional One Engine Inoperative Speed....................... 4-38 4.45 VSSE - Intentional One Engine Inoperative Speed....................... 4-38
4.47 VMCA - Air Minimum Control Speed .......................................... 4-38 4.47 VMCA - Air Minimum Control Speed .......................................... 4-38
4.49 Windshield Defrosting ................................................................ 4-40 4.49 Windshield Defrosting ................................................................ 4-40

4-ii 4-ii
PA-31T1, CHEYENNE I NORMAL PROCEDURES PA-31T1, CHEYENNE I 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 P A-31T1 Che yenne I airplanes. All of the required normal operations for P A-31T1 Che yenne I airplanes. All of the required
(FAA regulations) procedures and those necessary for the safe operation of (FAA regulations) procedures and those necessary for the safe operation of
the airplane as determined by the operating and design features of the air- the airplane as determined by the operating and design features of the air-
plane are presented. plane are presented.
Normal procedures associated with those optional systems and equip- Normal procedures associated with those optional systems and equip-
ment which require handbook supplements are presented in Section 9 ment which require handbook supplements are presented in Section 9
These procedures are pro vided as a source of reference and re view and These procedures are pro vided as a source of reference and re view and
to supply information on procedures which are not the same for all aircraft. to supply information on procedures which are not the same for all aircraft.
Pilots should familiarize themselves with the procedures given in this section Pilots should familiarize themselves with the procedures given in this section
in order to become proficient in the normal operations of the airplane. in order to become proficient in the normal operations of the airplane.
The first portion of this section is a short form check list which supplies The first portion of this section is a short form check list which supplies
an action sequence for normal procedures with little emphasis on the opera- an action sequence for normal procedures with little emphasis on the opera-
tion of the systems. tion 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 e xplanations of the procedures and which provide detailed information and e xplanations 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 check an in-flight reference due to the lengthy explanations. The short form check
list should be used in flight. list should be used in flight.
4.3 AIRSPEEDS FOR SAFE OPERATION 4.3 AIRSPEEDS FOR SAFE OPERATION
The following airspeeds are those which are significant to the safe opera- The following airspeeds are those which are significant to the safe opera-
tion of the airplane. These f igures are for standard airplanes flo wn at maxi- tion of the airplane. These f igures are for standard airplanes flo wn at maxi-
mum gross weight under normal conditions at sea le vel. F or additional air- mum gross weight under normal conditions at sea le vel. F or additional air-
speed information see Section 2. speed information see Section 2.
4-1 4-1
NORMAL PROCEDURES PA-31T1, CHEYENNE I NORMAL PROCEDURES PA-31T1, CHEYENNE I
Performance for a specific airplane may vary from published figures de- Performance for a specific airplane may vary from published figures de-
pending upon the equipment installed, the condition of the engines, air - pending upon the equipment installed, the condition of the engines, air -
plane and equipment, atmospheric conditions and piloting technique. plane and equipment, atmospheric conditions and piloting technique.
(a) Maximum Operating Speed (a) Maximum Operating Speed

is not installed (up to 9,500 ft.) 226 KIAS is not installed (up to 9,500 ft.) 226 KIAS

is installed (up to 12,000 ft.) is installed (up to 12,000 ft.)
without tip tanks 226 KIAS without tip tanks 226 KIAS
with tip tanks 240 KIAS with tip tanks 240 KIAS

(up to 12,000 ft.) (up to 12,000 ft.)
without tip tanks 226 KIAS without tip tanks 226 KIAS
with tip tanks 240 KIAS with tip tanks 240 KIAS
(b) Design Maneuvering Speed (at max. gross weight) (b) Design Maneuvering Speed (at max. gross weight)
is not installed (up to 21,500 ft.) 177 KIAS is not installed (up to 21,500 ft.) 177 KIAS

without tip tanks (up to 24,600 ft.) 177 KIAS without tip tanks (up to 24,600 ft.) 177 KIAS
with tip tanks (up to 27,700 ft.) 177 KIAS with tip tanks (up to 27,700 ft.) 177 KIAS

without tip tanks (up to 24,600 ft.) 177 KIAS without tip tanks (up to 24,600 ft.) 177 KIAS
with tip tanks (up to 27,700 ft.) 177 KIAS with tip tanks (up to 27,700 ft.) 177 KIAS
(c) Maximum Flap Extended Speed (c) Maximum Flap Extended Speed
15° flaps 171 KIAS 15° flaps 171 KIAS
40° flaps 141 KIAS 40° flaps 141 KIAS
(d) Maximum Clear Extended Speed 154 KIAS (d) Maximum Clear Extended Speed 154 KIAS
(e) Maximum Gear Operating Speed (e) Maximum Gear Operating Speed
Retraction 141 KIAS Retraction 141 KIAS
Extension 154 KIAS Extension 154 KIAS
(f) Best Rate of Climb Speed 122 KIAS (f) Best Rate of Climb Speed 122 KIAS
(g) Best Angle of Climb Speed 99 KIAS (g) Best Angle of Climb Speed 99 KIAS
(h) Final Approach Speed 102 KIAS (h) Final Approach Speed 102 KIAS
(i) Intentional One Engine Inoperative Speed 105 KIAS (i) Intentional One Engine Inoperative Speed 105 KIAS
(j) Maximum Demonstrated Crosswind Velocity 20 KTS (j) Maximum Demonstrated Crosswind Velocity 20 KTS
4-2b 4-2b
WALK-AROUND WALK-AROUND
4.5 NORMAL PROCEDURES CHECK LIST 4.5 NORMAL PROCEDURES CHECK LIST
PREFLIGHT CHECK PREFLIGHT CHECK
COCKPIT COCKPIT
Flight controls...........................................................................................free Flight controls...........................................................................................free

Electrical switches ...................................................................................OFF Electrical switches ...................................................................................OFF
Avionics...................................................................................................OFF Avionics...................................................................................................OFF
Gear handle......................................................................DOWN NEUTRAL Gear handle......................................................................DOWN NEUTRAL
WARNING WARNING
No braking will occur if handle is pulled prior No braking will occur if handle is pulled prior
to brake application. to brake application.
Parking brakes ............................................................................................set Parking brakes ............................................................................................set
Flaps ................................................................................Test - extend to 15° Flaps ................................................................................Test - extend to 15°
Annunciator .......................................................................................checked Annunciator .......................................................................................checked
Gear lights.....................................................................................three green Gear lights.....................................................................................three green
REVISED: MAY 15, 1990 4-3 REVISED: MAY 15, 1990 4-3

Trim .............................................................................center of T/O position Trim .............................................................................center of T/O position
Airplane papers ..................................................................................checked Airplane papers ..................................................................................checked
Oxygen pressure.................................................................................checked Oxygen pressure.................................................................................checked
Oxygen masks ....................................................................................checked Oxygen masks ....................................................................................checked
(Ensure that pilot and copilot masks are connected to the oxygen outlets. (Ensure that pilot and copilot masks are connected to the oxygen outlets.
Check for proper function and sto w masks on mask holders so as to be Check for proper function and sto w masks on mask holders so as to be
readily available.) readily available.)
Oxygen control ........................................................................................OFF Oxygen control ........................................................................................OFF
Emergency window ............................................................................checked Emergency window ............................................................................checked
LEFT WING LEFT WING
Surface condition ...............................................................................checked Surface condition ...............................................................................checked

Flap ....................................................................................................checked Flap ....................................................................................................checked
Aileron ...............................................................................................checked Aileron ...............................................................................................checked
Static wicks (if installed) ...................................................................checked Static wicks (if installed) ...................................................................checked
Tip tank and cap (if installed) ............................................................checked Tip tank and cap (if installed) ............................................................checked
Navigation and strobe lights...............................................................checked Navigation and strobe lights...............................................................checked
Tip tank drain (if installed) .................................................................drained Tip tank drain (if installed) .................................................................drained
Fuel tank vents ...................................................................................checked Fuel tank vents ...................................................................................checked
Tie down ...........................................................................................removed Tie down ...........................................................................................removed
Outboard fuel tank ..............................................................................drained Outboard fuel tank ..............................................................................drained
Landing gear ......................................................................................checked Landing gear ......................................................................................checked
Chock ..............................................................................................as desired Chock ..............................................................................................as desired
Fuel filter ............................................................................................drained Fuel filter ............................................................................................drained
Cowling..............................................................................................checked Cowling..............................................................................................checked
Nacelle tank filler cap ........................................................................checked Nacelle tank filler cap ........................................................................checked
Inlet and exhaust protectors...............................................................removed Inlet and exhaust protectors...............................................................removed
Engine air inlet........................................................................................clear Engine air inlet........................................................................................clear
Propeller ............................................................................................checked Propeller ............................................................................................checked
Engine oil and cap...............................................................checked & secure Engine oil and cap...............................................................checked & secure
Generator cooling door ......................................................................checked Generator cooling door ......................................................................checked
Inboard fuel tank .................................................................................drained Inboard fuel tank .................................................................................drained
Gear mirror.........................................................................................in place Gear mirror.........................................................................................in place
NOSE SECTION NOSE SECTION
General condition...............................................................................checked General condition...............................................................................checked

Baggage ..............................................................................................secured Baggage ..............................................................................................secured
Baggage door .......................................................................................locked Baggage door .......................................................................................locked
Battery vent.............................................................................................clear Battery vent.............................................................................................clear
Swing nose............................................................................................secure Swing nose............................................................................................secure
Radome ..............................................................................................checked Radome ..............................................................................................checked
Nose gear ...........................................................................................checked Nose gear ...........................................................................................checked

Chock ..............................................................................................as desired Chock ..............................................................................................as desired
Pitot tubes ...............................................................................................clear Pitot tubes ...............................................................................................clear
Heater inlet and exhaust ..........................................................................clear Heater inlet and exhaust ..........................................................................clear
Windshield wiper(s) ...........................................................................checked Windshield wiper(s) ...........................................................................checked
RIGHT WING RIGHT WING

Same as Left Wing Check (in reverse order). Same as Left Wing Check (in reverse order).
FUSELAGE (RIGHT SIDE) FUSELAGE (RIGHT SIDE)

Static openings ........................................................................................clear Static openings ........................................................................................clear
Antennas ............................................................................................checked Antennas ............................................................................................checked
EMPENNAGE EMPENNAGE
Surface condition ...............................................................................checked Surface condition ...............................................................................checked
Trim tabs (1/2” trailing edge down) ...................................................checked Trim tabs (1/2” trailing edge down) ...................................................checked
Hinges and push rods .........................................................................checked Hinges and push rods .........................................................................checked
Tie down ...........................................................................................removed Tie down ...........................................................................................removed
FUSELAGE (LEFT SIDE) FUSELAGE (LEFT SIDE)

Static openings ........................................................................................clear Static openings ........................................................................................clear
Cargo door (if installed) .....................................................................checked Cargo door (if installed) .....................................................................checked
Entrance door .....................................................................................checked Entrance door .....................................................................................checked
Cargo door (if installed)........................................................................secure Cargo door (if installed)........................................................................secure
BEFORE STARTING ENGINES BEFORE STARTING ENGINES

Cabin door ............................................................................................secure Cabin door ............................................................................................secure
Baggage ................................................................................................secure Baggage ................................................................................................secure
Passenger briefing ..........................................................................completed Passenger briefing ..........................................................................completed
Seats ..................................................................................................adjusted Seats ..................................................................................................adjusted
Belts and harness ..................................................................................secure Belts and harness ..................................................................................secure
Parking brake .............................................................................................set Parking brake .............................................................................................set
WARNING WARNING
Crossfeed .................................................................................................OFF Crossfeed .................................................................................................OFF
Firewall shut-off valves .............................................................................ON Firewall shut-off valves .............................................................................ON

Prop controls..........................................................................full FORWARD Prop controls..........................................................................full FORWARD
Cabin comfort control..............................................................................OFF Cabin comfort control..............................................................................OFF
Electrical switches ...................................................................................OFF Electrical switches ...................................................................................OFF
Circuit breakers .................................................................................Checked Circuit breakers .................................................................................Checked
Avionics master .......................................................................................OFF Avionics master .......................................................................................OFF
Inverter power..........................................................................................OFF Inverter power..........................................................................................OFF
WARNING WARNING
Failure to select the in verter po wer switch and Failure to select the in verter po wer switch and
AVIONICS/AP-FD po wer switch to the OFF AVIONICS/AP-FD po wer switch to the OFF
position during the engine start up or shutdo wn position during the engine start up or shutdo wn
will result in equipment failure. will result in equipment failure.
Generator bus ties switches (C/B’s) ...................................................ON (IN) Generator bus ties switches (C/B’s) ...................................................ON (IN)
Non-essential bus switch (C/B) .........................................................ON (IN) Non-essential bus switch (C/B) .........................................................ON (IN)
Cockpit lights ........................................................................................check Cockpit lights ........................................................................................check
ENGINE START ENGINE START
NORMAL START NORMAL START
Battery (24-28V) ...............................................................................Checked Battery (24-28V) ...............................................................................Checked

Fuel pump ................................................................................................O N Fuel pump ................................................................................................O N
Fuel pressure ......................................................................................checked Fuel pressure ......................................................................................checked
Ng (min. 12%) .................................................................................stabilized Ng (min. 12%) .................................................................................stabilized
Ignition light .............................................................................................ON Ignition light .............................................................................................ON
ITT (max. 1090°C for 2 sec.) and Ng .............................................monitored ITT (max. 1090°C for 2 sec.) and Ng .............................................monitored
Starter (at stabilized idle - 52%) ..............................................................OFF Starter (at stabilized idle - 52%) ..............................................................OFF
Power levers ...................................................................advanced to 68% Ng Power levers ...................................................................advanced to 68% Ng
Generator ..................................................................................................ON Generator ..................................................................................................ON
Oil pressure ........................................................................................checked Oil pressure ........................................................................................checked
Cabin door unsafe light .............................................................................Out Cabin door unsafe light .............................................................................Out
Gear handle (hyd. pump check)...................................................DOWN then Gear handle (hyd. pump check)...................................................DOWN then
returned to neutral returned to neutral
Generator (when ammeter at 100 or less) ................................................OFF Generator (when ammeter at 100 or less) ................................................OFF
Second engine......................................................................repeat above thru Second engine......................................................................repeat above thru
“Oil Pressure - Checked” “Oil Pressure - Checked”
Both generators .........................................................................................ON Both generators .........................................................................................ON
APU START APU START
Ignition switches......................................................................................OFF Ignition switches......................................................................................OFF

APU ................................................................................................connected APU ................................................................................................connected
Voltmeter (27V-30V) .......................................................................stabilized Voltmeter (27V-30V) .......................................................................stabilized
Normal start procedure.......................................................accomplished thru Normal start procedure.......................................................accomplished thru
“Ignition - OFF” “Ignition - OFF”
Oil pressure ........................................................................................checked Oil pressure ........................................................................................checked
APU ..........................................................................................disconnected APU ..........................................................................................disconnected
Cabin door unsafe light..............................................................................out Cabin door unsafe light..............................................................................out
ENGINE CLEARING PROCEDURE ENGINE CLEARING PROCEDURE
(Allow 30 sec. fuel drain period.) (Allow 30 sec. fuel drain period.)

Starter .........................................................................................ON (15 sec.) Starter .........................................................................................ON (15 sec.)
Starter ......................................................................................................OFF Starter ......................................................................................................OFF
Fuel pump (when Ng is zero)...................................................................OFF Fuel pump (when Ng is zero)...................................................................OFF
ENGINE CROSS-START (ONE ENGINE OPERATING) ENGINE CROSS-START (ONE ENGINE OPERATING)
Fuel pump - inop. eng ...............................................................................ON Fuel pump - inop. eng ...............................................................................ON
Ignition switch - inop. eng.........................................................................ON Ignition switch - inop. eng.........................................................................ON
Generator - op. eng. .................................................................................OFF Generator - op. eng. .................................................................................OFF
Power lever - op. eng......................................................advanced to 68% Ng Power lever - op. eng......................................................advanced to 68% Ng
Starter - inop. eng......................................................................................ON Starter - inop. eng......................................................................................ON
Generator - op. eng. (after 10% Ng Generator - op. eng. (after 10% Ng
on inop. eng.) ..........................................................................................ON on inop. eng.) ..........................................................................................ON
Ng (min. 12%) .................................................................................stabilized Ng (min. 12%) .................................................................................stabilized
Ignition light .............................................................................................ON Ignition light .............................................................................................ON
2nd eng. ITT ( max. 1090°C 2nd eng. ITT ( max. 1090°C
for 2 sec.) and Ng .........................................................................monitored for 2 sec.) and Ng .........................................................................monitored
1st engine ITT & Ng ..........................................................................monitor 1st engine ITT & Ng ..........................................................................monitor
Starter (2nd eng.) (at stabilized idle)........................................................OFF Starter (2nd eng.) (at stabilized idle)........................................................OFF
Ignition (2nd eng.) ...................................................................................OFF Ignition (2nd eng.) ...................................................................................OFF
Generator (2nd eng.) ...........................................................ON after 68% Ng Generator (2nd eng.) ...........................................................ON after 68% Ng
Tie bus circuit breakers ......................................................................checked Tie bus circuit breakers ......................................................................checked
BEFORE TAXI BEFORE TAXI
APU ..................................................................................................removed APU ..................................................................................................removed

Battery master & generators ......................................................................ON Battery master & generators ......................................................................ON
Lights ............................................................................................as required Lights ............................................................................................as required
Cabin comfort ...........................................................................................ON Cabin comfort ...........................................................................................ON
Inverter power ...........................................................................................ON Inverter power ...........................................................................................ON
AP/FD power ............................................................................................ON AP/FD power ............................................................................................ON
Gyros..........................................................................................................set Gyros..........................................................................................................set
Altimeter and clock ....................................................................................set Altimeter and clock ....................................................................................set
Avionics master switch..............................................................................ON Avionics master switch..............................................................................ON
Electric trim.............................................................................ON & checked Electric trim.............................................................................ON & checked
Autopilot................................................................................checked & OFF Autopilot................................................................................checked & OFF
Radios ................................................................................................checked Radios ................................................................................................checked
BUS SYSTEM CHECK: (S/N 31T-8104001 and up) BUS SYSTEM CHECK: (S/N 31T-8104001 and up)
Left generator switch ...............................................................................OFF Left generator switch ...............................................................................OFF

Left generator bus tie C/ B ....................................................................pulled Left generator bus tie C/ B ....................................................................pulled
Check for power loss to any bus Check for power loss to any bus
Left generator switch...............................................................................reset Left generator switch...............................................................................reset
Left generator bus tie C/B .......................................................................reset Left generator bus tie C/B .......................................................................reset
Right generator switch .............................................................................OFF Right generator switch .............................................................................OFF
Right generator bus tie C/B ...................................................................pulled Right generator bus tie C/B ...................................................................pulled
Check for power loss to any bus Check for power loss to any bus
Right generator switch.............................................................................reset Right generator switch.............................................................................reset
Right generator bus tie C/B .....................................................................reset Right generator bus tie C/B .....................................................................reset
TAXIING TAXIING
Brakes ................................................................................................checked Brakes ................................................................................................checked

Prop reverse .......................................................................................checked Prop reverse .......................................................................................checked
Flight instruments ..............................................................................checked Flight instruments ..............................................................................checked
Prop controls..................................................................................FEATHER Prop controls..................................................................................FEATHER
ENGINE RUN-UP ENGINE RUN-UP
WARNING WARNING

Circuit breakers ..........................................................................................IN Circuit breakers ..........................................................................................IN
Ammeters and volmeter .....................................................................checked Ammeters and volmeter .....................................................................checked
Fuel pumps (No. 1 & No. 2)...............................................................checked Fuel pumps (No. 1 & No. 2)...............................................................checked
Crossfeed ...............................................................................checked & OFF Crossfeed ...............................................................................checked & OFF
Air control.............................................................................PRESSURIZED Air control.............................................................................PRESSURIZED
Man. gear ext. cover..............................................................................secure Man. gear ext. cover..............................................................................secure
Power levers .........................................................................set at 1625 RPM Power levers .........................................................................set at 1625 RPM
Pneumatic gauge ................................................................................checked Pneumatic gauge ................................................................................checked
Overspeed governors .................................................................................test Overspeed governors .................................................................................test
Prop controls........................................................................full FORWARD Prop controls........................................................................full FORWARD
HTG test switches .....................................................................................up HTG test switches .....................................................................................up
RPM .......................................................................................drop observed RPM .......................................................................................drop observed
HTG test switches ...........................................................................released HTG test switches ...........................................................................released
RPM......................................................................................................1625 RPM......................................................................................................1625
Pressurization system .........................................................................checked Pressurization system .........................................................................checked
Pressurization system .................................................................................set Pressurization system .................................................................................set
Power levers .........................................................................set at 1800 RPM Power levers .........................................................................set at 1800 RPM
Ice protection .....................................................................................checked Ice protection .....................................................................................checked
Secondary low pitch stops (one at a time)..............................................tested Secondary low pitch stops (one at a time)..............................................tested
Power lever (till Beta light comes on) ..............................toward REVERSE Power lever (till Beta light comes on) ..............................toward REVERSE
REVISED:MAY 15, 1990 4-9 REVISED:MAY 15, 1990 4-9
Test switch .............................................................................down and held Test switch .............................................................................down and held
Power lever........................................................continue toward REVERSE Power lever........................................................continue toward REVERSE
Prop reverse................................................................................not attained Prop reverse................................................................................not attained
Test switch ..........................................released - prop moves toward reverse Test switch ..........................................released - prop moves toward reverse
Quadrant friction ........................................................................................set Quadrant friction ........................................................................................set
BEFORE TAKEOFF BEFORE TAKEOFF

Fuel pumps................................................................................................ON Fuel pumps................................................................................................ON
Fuel pressure ......................................................................................checked Fuel pressure ......................................................................................checked
Ice protection (windshield, pitot heat, Ice protection (windshield, pitot heat,
eng. ice protection) ........................................................................as required eng. ice protection) ........................................................................as required
Oil cooler doors ...............................................................................CLOSED Oil cooler doors ...............................................................................CLOSED
Flight instruments ..............................................................................checked Flight instruments ..............................................................................checked
Engine gauges ....................................................................................checked Engine gauges ....................................................................................checked
Warning lights....................................................................................checked Warning lights....................................................................................checked
Radios, radar and autopilot.........................................................................set Radios, radar and autopilot.........................................................................set
Static source ........................................................................................normal Static source ........................................................................................normal
Props .......................................................................full forward (2200 RPM) Props .......................................................................full forward (2200 RPM)
Trim............................................................................................................set Trim............................................................................................................set
Flaps..................................................................set 0° to 15° check extension Flaps..................................................................set 0° to 15° check extension
visually - equal right and left visually - equal right and left
Flight controls...........................................................................................free Flight controls...........................................................................................free
Passengers..........................................................ready and seat belts fastened Passengers..........................................................ready and seat belts fastened
Pressurization system .................................................................................set Pressurization system .................................................................................set
TAKEOFF AND CLIMB TAKEOFF AND CLIMB
Dir. gyro ................................................................................runway heading Dir. gyro ................................................................................runway heading

Power levers .....................................................................................advanced Power levers .....................................................................................advanced
Torque and ITT ...........................................................................within limits Torque and ITT ...........................................................................within limits
Rotation ....................................................................................90 KIAS min. Rotation ....................................................................................90 KIAS min.
Flaps (if extended) (below 141 KIAS) ........................................................up Flaps (if extended) (below 141 KIAS) ........................................................up
Gear (below 141 KIAS) ..............................................................................up Gear (below 141 KIAS) ..............................................................................up
Climb power (2000 Np)..............................................................................set Climb power (2000 Np)..............................................................................set
Seat belts and smoking sign...........................................................as required Seat belts and smoking sign...........................................................as required
Prop sync.........................................................................................as desired Prop sync.........................................................................................as desired
Yaw damper ....................................................................................as desired Yaw damper ....................................................................................as desired
4-10 REVISED:MAY 15, 1990 4-10 REVISED:MAY 15, 1990
CRUISE CRUISE
Cruise power ..............................................................................................set Cruise power ..............................................................................................set

Engine instruments.............................................................................checked Engine instruments.............................................................................checked
Pressurization ..................................................................................as desired Pressurization ..................................................................................as desired
FLIGHT IN ICING CONDITIONS FLIGHT IN ICING CONDITIONS
Engine ice prot. switch (in visible Engine ice prot. switch (in visible
moisture below +5°C) ...............................................................................ON moisture below +5°C) ...............................................................................ON
Pitot heat ...................................................................................................ON Pitot heat ...................................................................................................ON
Windshield heat.........................................................................................ON Windshield heat.........................................................................................ON
Surface deice .................................................................................as required Surface deice .................................................................................as required
Oil temp..........................................................................................monitored Oil temp..........................................................................................monitored
Oil cooler doors (if oil temp. high)..........................................................open Oil cooler doors (if oil temp. high)..........................................................open
DESCENT DESCENT
Pressurization .............................................................................................set Pressurization .............................................................................................set

Altimeter ....................................................................................................set Altimeter ....................................................................................................set
Dehumidifier .................................................................................as required Dehumidifier .................................................................................as required
BEFORE LANDING BEFORE LANDING
Prop controls..................................................................................2200 RPM Prop controls..................................................................................2200 RPM
Cabin pressure ...............................................................check - below 0.3 psi Cabin pressure ...............................................................check - below 0.3 psi
Flaps (171 KIAS max. app. flaps; Flaps (171 KIAS max. app. flaps;
141 KIAS max. full flaps) ...........................................................as required 141 KIAS max. full flaps) ...........................................................as required
NOTE NOTE
(S/N 31T-7804001 through 31T-7804011) No (S/N 31T-7804001 through 31T-7804011) No

flap selection with autopilot engaged. flap selection with autopilot engaged.
Gear (below 154 KIAS)..........................................................................down Gear (below 154 KIAS)..........................................................................down

Gear lights...........................................................................................3 green Gear lights...........................................................................................3 green
Nose gear position ..................................................................check in mirror Nose gear position ..................................................................check in mirror
Brakes ................................................................................................checked Brakes ................................................................................................checked

Landing lights................................................................................as required Landing lights................................................................................as required
Autopilot/Yaw damper .............................................................................OFF Autopilot/Yaw damper .............................................................................OFF
BALKED LANDING BALKED LANDING

Torque and temperatures .............................................................within limits Torque and temperatures .............................................................within limits
Flaps..........................................................................................................15° Flaps..........................................................................................................15°
Gear ..................................................................................................retracted Gear ..................................................................................................retracted
Flaps....................................................................................................full UP Flaps....................................................................................................full UP
AFTER LANDING AFTER LANDING

Reverse thrust (above 40 KIAS) ......................................................as desired Reverse thrust (above 40 KIAS) ......................................................as desired
After clearing runway: After clearing runway:

Flaps ...........................................................................................................up Flaps ...........................................................................................................up
Heater fuel switch....................................................................................OFF Heater fuel switch....................................................................................OFF
Radar .......................................................................................................OFF Radar .......................................................................................................OFF
Strobes.....................................................................................................OFF Strobes.....................................................................................................OFF
SHUTDOWN SHUTDOWN
WARNING WARNING
Avionics...................................................................................................OFF Avionics...................................................................................................OFF
Electrical equipment ................................................................................OFF Electrical equipment ................................................................................OFF
Inverter power..........................................................................................OFF Inverter power..........................................................................................OFF
WARNING WARNING
Battery charge ....................................................................................checked Battery charge ....................................................................................checked

ITT below 610° .................................................................................one min. ITT below 610° .................................................................................one min.
First engine started: First engine started:

Generator .................................................................................................OFF Generator .................................................................................................OFF
Prop ..........................................................................................FEATHERED Prop ..........................................................................................FEATHERED
Fuel pump (when 0% Ng)........................................................................OFF Fuel pump (when 0% Ng)........................................................................OFF
Gear handle (hyd. pump check)...................................................DOWN then Gear handle (hyd. pump check)...................................................DOWN then
returned to neutral returned to neutral
Master comfort ........................................................................................OFF Master comfort ........................................................................................OFF
Second engine ................................................................repeat as first engine Second engine ................................................................repeat as first engine
ISSUED: NOVEMBER 7, 1983 REPORT: 2124 ISSUED: NOVEMBER 7, 1983 REPORT: 2124
REPORT: 2124 ISSUED: NOVEMBER 7, 1983 REPORT: 2124 ISSUED: NOVEMBER 7, 1983
4-12b 4-12b
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL) 4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are pro vided to supply detailed information The following paragraphs are pro vided 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 gi ven a thorough preflight and w alk-around The airplane should be gi ven a thorough preflight and w alk-around
check. The preflight should include a determination of the airplane’ s opera- check. The preflight should include a determination of the airplane’ s opera-
tional status, a check that necessary papers are on board and in order , and a tional status, a check that necessary papers are on board and in order , and a
computation of weight and C.G. limits, tak eoff distance and in-flight per - computation of weight and C.G. limits, tak eoff distance and in-flight per -
formance. Baggage should be weighed, sto wed, and tied do wn. A weather formance. Baggage should be weighed, sto wed, and tied do wn. A weather
briefing for the intended flight path should be obtained, and other f actors re- briefing for the intended flight path should be obtained, and other f actors re-
lating to a safe flight should be checked before takeoff. lating to a safe flight should be checked before takeoff.
COCKPIT COCKPIT
WARNING WARNING
After entering the cockpit, release the controls if the y have been secured. After entering the cockpit, release the controls if the y have been secured.
Check that all electrical switches and a vionics switches are OFF. Ensure that Check that all electrical switches and a vionics switches are OFF. Ensure that
the gear selector le ver is in the DO WN NEUTRAL position and that the the gear selector le ver is in the DO WN NEUTRAL position and that the
parking brakes are set. parking brakes are set.
Turn ON the battery master switch, and check fuel quantity gauges. The Turn ON the battery master switch, and check fuel quantity gauges. The
three green landing gear lights should be lit. If an y of the green gear lights three green landing gear lights should be lit. If an y of the green gear lights
are not lit, press them to test the b ulb. Burnt out b ulbs should be replaced are not lit, press them to test the b ulb. Burnt out b ulbs should be replaced
before flight. before flight.
Press the annunciator test b utton. The master caution light should Press the annunciator test b utton. The master caution light should
illuminate. Check the annunciator display . The follo wing lights should illuminate. Check the annunciator display . The follo wing lights should
illuminate: illuminate:
L. ENG R. ENG OIL DR L. ENG R. ENG OIL DR

DEICE DEICE L. ENG DEICE DEICE L. ENG
OIL DR L. ENG R. ENG L. ENG OIL DR L. ENG R. ENG L. ENG

R. ENG FIRE FIRE FUEL PRESS R. ENG FIRE FIRE FUEL PRESS
R. ENG L. ENG R. ENG L. ENG R. ENG L. ENG R. ENG L. ENG

FUEL PRESS OIL PRESS OIL PRESS OIL TEMP FUEL PRESS OIL PRESS OIL PRESS OIL TEMP
R. ENG L. FIRE R. FIRE R. ENG L. FIRE R. FIRE

OIL TEMP EXTING INOP EXTING INOP OIL TEMP EXTING INOP EXTING INOP
TRIM INVERTER L. GEN INOP R. GEN INOP TRIM INVERTER L. GEN INOP R. GEN INOP
POWER POWER
BATTERY ANN CABIN CABIN BATTERY ANN CABIN CABIN

OVERTEMP POWER PRESS ALT OVERTEMP POWER PRESS ALT
CABIN DR NOSE/BAG CABIN DR NOSE/BAG

UNSAFE DR AJAR UNSAFE DR AJAR
4-13a 4-13a
L. ENG R. ENG L. ENG R. ENG L. ENG R. ENG L. ENG R. ENG

FIRE FIRE FUEL PRESS FUEL PRESS FIRE FIRE FUEL PRESS FUEL PRESS
L. ENG R. ENG L. ENG R. ENG L. ENG R. ENG L. ENG R. ENG

OIL PRESS OIL PRESS OIL TEMP OIL TEMP OIL PRESS OIL PRESS OIL TEMP OIL TEMP
FLAP L. FIRE R. FIRE FLAP L. FIRE R. FIRE

EXTING INOP EXTING INOP EXTING INOP EXTING INOP
INVERTER L. GEN R. GEN BATTERY INVERTER L. GEN R. GEN BATTERY

PWR INOP INOP OVER TEMP PWR INOP INOP OVER TEMP
ANNUN CABIN CABIN DR ANNUN CABIN CABIN DR

PWR PRESS UNSAFE PWR PRESS UNSAFE
NOSE/ BAG NOSE/ BAG

DR AJAR DR AJAR
TRIM UN PRESS LEFT RIGHT TRIM UN PRESS LEFT RIGHT

AIR SOURCE IGN IGN AIR SOURCE IGN IGN
LEFT RIGHT LEFT RIGHT EXT PWR L. ENG R. ENG LEFT RIGHT LEFT RIGHT EXT PWR L. ENG R. ENG
BETA BETA START START DEICE DEICE BETA BETA START START DEICE DEICE
OIL DR OIL DR OIL DR OIL DR

L. ENG R. ENG L. ENG R. ENG
4-13b 4-13b
Test the flap annunciator with test switch adjacent to the flap position Test the flap annunciator with test switch adjacent to the flap position
indicator. Set to 15°. indicator. Set to 15°.
Pressing the master caution f ight will reset the lights. T urn the battery Pressing the master caution f ight will reset the lights. T urn the battery
master switch OFF after these checks. master switch OFF after these checks.
Set trim controls to neutral. Check that necessary papers are on board Set trim controls to neutral. Check that necessary papers are on board
and in order. and in order.
Check the oxygen gauge on the lower right instrument panel to ascertain Check the oxygen gauge on the lower right instrument panel to ascertain
that there is suf ficient oxygen for the intended flight (full service is 1800 that there is suf ficient oxygen for the intended flight (full service is 1800
to 1850 PSI at 70° F). Refer to oxygen system service paragraph in Section 8 to 1850 PSI at 70° F). Refer to oxygen system service paragraph in Section 8
for servicing instructions. Ensure that pilot and copilot masks are connected for servicing instructions. Ensure that pilot and copilot masks are connected
properly to the oxygen outlets. Position the oxygen system control v alve properly to the oxygen outlets. Position the oxygen system control v alve
ON. Check for oxygen flo w to the pilot and copilot oxygen masks. Position ON. Check for oxygen flo w to the pilot and copilot oxygen masks. Position
the oxygen control v alve to the OFF position. Assure, by the mask flo w the oxygen control v alve to the OFF position. Assure, by the mask flo w
indicators, that all oxygen flo w has ceased. Secure the pilot and copilot indicators, that all oxygen flo w has ceased. Secure the pilot and copilot
masks on the mask sto wage hooks so as to ensure that the masks are readily masks on the mask sto wage hooks so as to ensure that the masks are readily
available and accessible in case of a loss of cabin pressurization or other in available and accessible in case of a loss of cabin pressurization or other in
flight emergency requiring the immediate use of oxygen. Check that there is flight emergency requiring the immediate use of oxygen. Check that there is
a functional oxygen mask for each occupant and that all masks are properly a functional oxygen mask for each occupant and that all masks are properly
stowed. stowed.
Cockpit and cabin dome lights should be check ed. Both of these lights Cockpit and cabin dome lights should be check ed. Both of these lights
operate e ven when the battery master switch is of f. Check that the operate e ven when the battery master switch is of f. Check that the
emergency exit is properly closed and latched. emergency exit is properly closed and latched.
A complete w alk-around check should be routinely performed during A complete w alk-around check should be routinely performed during
each preflight . A set pattern should be established, starting at the cabin door each preflight . A set pattern should be established, starting at the cabin door
and proceeding forw ard, completely around the airplane, and terminating and proceeding forw ard, completely around the airplane, and terminating
upon return to the cabin door. upon return to the cabin door.
LEFT WING LEFT WING
Proceed first along the trailing edge of the left wing, checking the wing, Proceed first along the trailing edge of the left wing, checking the wing,
aileron, flap, and hinges for damage and operational interference. The wing aileron, flap, and hinges for damage and operational interference. The wing
and control surf aces should be free ice, sno w, frost and other e xtraneous and control surf aces should be free ice, sno w, frost and other e xtraneous
substances. The aileron counterbalance should be secure. Static wicks substances. The aileron counterbalance should be secure. Static wicks
should be f irmly attached and in good condition. Check the tip tank, if should be f irmly attached and in good condition. Check the tip tank, if
installed. The fuel cap should be securely in place, and the na vigation and installed. The fuel cap should be securely in place, and the na vigation and
strobe lights should be intact. Briefly open the fuel drain in the access door strobe lights should be intact. Briefly open the fuel drain in the access door
on the underside of the tip tank to ensure the remo val of sediment. It is rec- on the underside of the tip tank to ensure the remo val of sediment. It is rec-
ommended that at each fuel drain, fuel be collected and e xamined in a clear ommended that at each fuel drain, fuel be collected and e xamined in a clear
container so that it can be visually check ed for w ater and sediment. Fuel container so that it can be visually check ed for w ater and sediment. Fuel
vents should be clear of obstructions. Pneumatic wing deicer boots should vents should be clear of obstructions. Pneumatic wing deicer boots should
be free from defects and flat against the wing surface. be free from defects and flat against the wing surface.
If tie-downs and wheel chocks ha ve been employed, they should be re- If tie-downs and wheel chocks ha ve been employed, they should be re-
moved before flight. moved before flight.
The landing gear should be examined. The gear strut should be inflated The landing gear should be examined. The gear strut should be inflated
to expose about 3.25 inches of piston tube when supporting an empty air- to expose about 3.25 inches of piston tube when supporting an empty air-
plane with full fuel tanks and full operating fluids. The condition of the com- plane with full fuel tanks and full operating fluids. The condition of the com-
ponents of the strut, the gear doors, the brakes, the gear micro switches, etc. ponents of the strut, the gear doors, the brakes, the gear micro switches, etc.
should appear sound, and fittings, attachments, hoses, lines, screws, hinges, should appear sound, and fittings, attachments, hoses, lines, screws, hinges,
etc., should be secure. The tire should be inflated to 80 psi, and should be etc., should be secure. The tire should be inflated to 80 psi, and should be
examined for breaks, cuts, bruises, cracks, and e xcessive wear. There should examined for breaks, cuts, bruises, cracks, and e xcessive wear. There should
be no fluid leaks in the area of the struts and brak es. Check the underside be no fluid leaks in the area of the struts and brak es. Check the underside
of the airplane and the ground in the area of the airplane for e vidence of fuel, of the airplane and the ground in the area of the airplane for e vidence of fuel,
oil, or operating fluid leakage. The wheel well should be check ed and ensured oil, or operating fluid leakage. The wheel well should be check ed and ensured
clear of debris, bird nests, etc. clear of debris, bird nests, etc.
At the engine nacelle, check the co wling. It should be securely attached At the engine nacelle, check the co wling. It should be securely attached
and in good condition. The nacelle fuel f iller cap should be securely closed. and in good condition. The nacelle fuel f iller cap should be securely closed.
If there is fuel in the tip tank, do not open the nacelle filler cap, as differential If there is fuel in the tip tank, do not open the nacelle filler cap, as differential
pressure will cause fuel to be lost through the nacelle f iller. Check the gen- pressure will cause fuel to be lost through the nacelle f iller. Check the gen-
erator cooling door for cracks and make sure it is securely attached. erator cooling door for cracks and make sure it is securely attached.
If the protecti ve covers were installed o ver the e xhausts and inlet, the y If the protecti ve covers were installed o ver the e xhausts and inlet, the y
should be remo ved. Inlet and e xhaust openings should be check ed for ob- should be remo ved. Inlet and e xhaust openings should be check ed for ob-
structions. Check the condition of the inlet and propeller deicers. structions. Check the condition of the inlet and propeller deicers.
The propeller blades and spinners should be free of cracks, nicks, dents, The propeller blades and spinners should be free of cracks, nicks, dents,
or other defects. There should be no indication of leakage of fluid in the area or other defects. There should be no indication of leakage of fluid in the area
of the propeller hub or on or about the engine nacelle. Oil quantity can be of the propeller hub or on or about the engine nacelle. Oil quantity can be
checked by opening the access port on top of the nacelle and remo ving the checked by opening the access port on top of the nacelle and remo ving the
combination oil cap/dipstick. After the oil is check ed, be sure that the cap is combination oil cap/dipstick. After the oil is check ed, be sure that the cap is
tightly seated in place. tightly seated in place.
Inboard of the nacelle, the gear mirror should be clean and intact, and Inboard of the nacelle, the gear mirror should be clean and intact, and
the wing root f illet should sho w no sign of stress. Before lea ving the wing the wing root f illet should sho w no sign of stress. Before lea ving the wing
area, be sure that all fuel sumps ha ve been drained and that all access panels area, be sure that all fuel sumps ha ve been drained and that all access panels
are secure. are secure.
NOSE SECTION NOSE SECTION
Continue from the left wing forw ard around the nose section of the air - Continue from the left wing forw ard around the nose section of the air -
plane. All access plates should be secure, and the general condition of the plane. All access plates should be secure, and the general condition of the
nose section should appear sound. Baggage should be securely sto wed, and nose section should appear sound. Baggage should be securely sto wed, and
the baggage compartment door completely closed and lock ed. The battery the baggage compartment door completely closed and lock ed. The battery
vents and drain and heater inlet and outlet ports should be open and clear . vents and drain and heater inlet and outlet ports should be open and clear .
Be sure that the swing open nose cone is closed and latched. Check the Be sure that the swing open nose cone is closed and latched. Check the
radome for damage. radome for damage.
The nose gear should be check ed in the same manner as the main gear , The nose gear should be check ed in the same manner as the main gear ,
the proper strut piston tube e xposure being 3.25 inches and the proper tire the proper strut piston tube e xposure being 3.25 inches and the proper tire
inflation depending upon the type of tire installed. Refer to the placard on inflation depending upon the type of tire installed. Refer to the placard on
the wheel assembly for the applicable tire pressure. No leakage of hydraulic the wheel assembly for the applicable tire pressure. No leakage of hydraulic
fluid should be present. If a wheel chock has been emplo yed, it should be fluid should be present. If a wheel chock has been emplo yed, it should be
removed. Landing and taxi lights should be clean and intact. removed. Landing and taxi lights should be clean and intact.
If pitot tube co vers have been installed, the y must be remo ved and the If pitot tube co vers have been installed, the y must be remo ved and the
pitot head openings checked and ensured clear of insects, dirt, and other ob- pitot head openings checked and ensured clear of insects, dirt, and other ob-
structions. When the pitot heat operation is to be check ed, the battery structions. When the pitot heat operation is to be check ed, the battery
master switch and pitot heat switch must be turned ON, and the pitot head master switch and pitot heat switch must be turned ON, and the pitot head
found hot to touch. Use caution as the pitot head can become very hot. found hot to touch. Use caution as the pitot head can become very hot.
The windshield and pilot and copilot side windo ws should be clean and The windshield and pilot and copilot side windo ws should be clean and
the windshield wiper(s) in good condition. the windshield wiper(s) in good condition.
RIGHT WING RIGHT WING
The same checks and procedures that were performed on the left wing The same checks and procedures that were performed on the left wing
should be completed in reverse order on the right wing. A stall warning vane should be completed in reverse order on the right wing. A stall warning vane
is located in the leading edge, outboard of the nacelle. When the battery is located in the leading edge, outboard of the nacelle. When the battery
master switch is ON and the vane actuated, the stall warning horn will sound. master switch is ON and the vane actuated, the stall warning horn will sound.
The heating elements are controlled by the pilot’ s pitot heat switch. The right The heating elements are controlled by the pilot’ s pitot heat switch. The right
aileron includes a trim tab that must be checked. aileron includes a trim tab that must be checked.
FUSELAGE (RIGHT SIDE) FUSELAGE (RIGHT SIDE)
Check the general condition of the right side of the fuselage. The emer- Check the general condition of the right side of the fuselage. The emer-
gency exit window should be secure and flush with the fuselage skin. All side gency exit window should be secure and flush with the fuselage skin. All side
windows should be clean and without defects. The openings in the static windows should be clean and without defects. The openings in the static
pads should he clean and unobstructed. Antennas and cables should be in pads should he clean and unobstructed. Antennas and cables should be in
place and securely attached. place and securely attached.
EMPENNAGE EMPENNAGE
All surfaces of the empennage should be e xamined for damage and op- All surfaces of the empennage should be e xamined for damage and op-
erational interference. Fairings and access co vers should be attached and in erational interference. Fairings and access co vers should be attached and in
good condition. Deicer boots should be sound and flat against the surf ace. good condition. Deicer boots should be sound and flat against the surf ace.
The elevator and rudder should be in good condition. W ith the trim tabs set The elevator and rudder should be in good condition. W ith the trim tabs set
to neutral, the rudder tab should be e ven with a neutral rudder , the hori- to neutral, the rudder tab should be e ven with a neutral rudder , the hori-
zontal stabilizer tab should extend 1/2 inch below the trailing edge when the zontal stabilizer tab should extend 1/2 inch below the trailing edge when the
stabilizer is neutral. Check the condition of the tabs and ensure that all stabilizer is neutral. Check the condition of the tabs and ensure that all
hinges and push rods are sound and operational. If the tail has been tied hinges and push rods are sound and operational. If the tail has been tied
down, remove the tie-down rope. down, remove the tie-down rope.
FUSELAGE (LEFT SIDE) FUSELAGE (LEFT SIDE)
On the left side of the fuselage, the static openings should be clear and On the left side of the fuselage, the static openings should be clear and
the side windo ws should be clean and sound. Check that the entrance door the side windo ws should be clean and sound. Check that the entrance door
and cargo door attachments (if installed) are secure and that the hinges are and cargo door attachments (if installed) are secure and that the hinges are
operational. Close and latch the car go door. If night flight is anticipated, operational. Close and latch the car go door. If night flight is anticipated,
before completing the w alk-around, ensure that all e xterior lights are before completing the w alk-around, ensure that all e xterior lights are
operational; the master switch must be ON for this check. operational; the master switch must be ON for this check.
When all occupants are boarded, the pilot should check that the cabin When all occupants are boarded, the pilot should check that the cabin
door is properly dosed and latched. The door support cables should be held door is properly dosed and latched. The door support cables should be held
in positions if necessary , so that the y will not interfere with the closing of in positions if necessary , so that the y will not interfere with the closing of
the door. the door.
4.11 BEFORE STARTING ENGINES 4.11 BEFORE STARTING ENGINES
After the preflight interior and e xterior checks have been completed and After the preflight interior and e xterior checks have been completed and
the airplane is determined ready for flight, the cabin door should be secured the airplane is determined ready for flight, the cabin door should be secured
and all occupants seated. Check that baggage in the aft compartment is and all occupants seated. Check that baggage in the aft compartment is
properly loaded and secured and, if necessary , tied down. Passengers should properly loaded and secured and, if necessary , tied down. Passengers should
be briefed on the use of seat belts and shoulder harnesses, the emer gency be briefed on the use of seat belts and shoulder harnesses, the emer gency
exit, supplementary oxygen, v entilation controls, seat adjustment, comfort exit, supplementary oxygen, v entilation controls, seat adjustment, comfort
facilities, etc. The pilot should advise the passengers when smoking is pro- facilities, etc. The pilot should advise the passengers when smoking is pro-
hibited and caution them against handling controls, equipment, door hibited and caution them against handling controls, equipment, door
handles, and the emer gency e xit. It may be advisable to inform passengers handles, and the emer gency e xit. It may be advisable to inform passengers
of sounds or sensations that may not be f amiliar to them, b ut are associated of sounds or sensations that may not be f amiliar to them, b ut are associated
with normal flight. After all seats are adjusted and secured in position and with normal flight. After all seats are adjusted and secured in position and
seat belts and shoulder harnesses are properly f astened, the pilot may seat belts and shoulder harnesses are properly f astened, the pilot may
prepare to start the engines. prepare to start the engines.
WARNING WARNING
The parking brak e should be set ON by pulling out on the brak e handle The parking brak e should be set ON by pulling out on the brak e handle
while depressing the brake pedals. Check that control le vers move smoothly. while depressing the brake pedals. Check that control le vers move smoothly.
The crossfeed should be OFF, and the firewall shut-off valves should be ON. The crossfeed should be OFF, and the firewall shut-off valves should be ON.
Place the po wer le vers on IDLE, the propeller controls fully forw ard, and Place the po wer le vers on IDLE, the propeller controls fully forw ard, and
the condition levers on STOP. the condition levers on STOP.
Prior to starting engines, check the pressurization control as e xplained Prior to starting engines, check the pressurization control as e xplained
in Paragraph 4.39. Then check that the cabin comfort master switch is OFF in Paragraph 4.39. Then check that the cabin comfort master switch is OFF
and that the cabin air control is in the OUTSIDE AIR position. Check that and that the cabin air control is in the OUTSIDE AIR position. Check that
all electrical switches and the avionics master switch are OFF and that all cir- all electrical switches and the avionics master switch are OFF and that all cir-
cuit breakers are IN. Turn OFF Inverter power switch. cuit breakers are IN. Turn OFF Inverter power switch.
WARNING WARNING
Turn ON the generator b us tie switches, the non-essential b us switch, Turn ON the generator b us tie switches, the non-essential b us switch,
and the battery master switch. Set cockpit lighting as required. Before and the battery master switch. Set cockpit lighting as required. Before
starting the engines, turn on the seat belts and no smoking signs. starting the engines, turn on the seat belts and no smoking signs.
4.13 ENGINE START 4.13 ENGINE START

NOTE NOTE
Starting engines with the propeller controls full Starting engines with the propeller controls full
forward and a voiding ground operation with forward and a voiding ground operation with
the propellers in FEATHER will reduce the the propellers in FEATHER will reduce the
h o t e xhaust e xposure to airframe/system h o t e xhaust e xposure to airframe/system
components and increase their service life. components and increase their service life.
NORMAL START NORMAL START
To start the engines by use of the airplane battery , lea ve the battery To start the engines by use of the airplane battery , lea ve the battery
master switch ON, and check the voltmeter for a reading between 24 and 28 volts. master switch ON, and check the voltmeter for a reading between 24 and 28 volts.
Turn ON the fuel pump of the first engine to be started and watch for an Turn ON the fuel pump of the first engine to be started and watch for an
indication on the fuel pressure gauge. Switch to the other fuel pump of the indication on the fuel pressure gauge. Switch to the other fuel pump of the
same engine and w atch for a continued fuel pressure indication. After v eri- same engine and w atch for a continued fuel pressure indication. After v eri-
fying that both pumps are operati ve, turn ON the ignition switch and then fying that both pumps are operati ve, turn ON the ignition switch and then
the starter switch. Observ e the starter operating limits set forth in P ara- the starter switch. Observ e the starter operating limits set forth in P ara-
graph 2.9. graph 2.9.
When Ng stabilizes above 12%, advance the condition lever to the RUN When Ng stabilizes above 12%, advance the condition lever to the RUN
position. Check for the illumination of the ignition light. Monitor ITT and position. Check for the illumination of the ignition light. Monitor ITT and
Ng. If ITT exceeds a maximum of 1090°C for more than 2 seconds, pull the Ng. If ITT exceeds a maximum of 1090°C for more than 2 seconds, pull the
condition lever to STOP. If Ng exceeds 20%, immediately after engaging the condition lever to STOP. If Ng exceeds 20%, immediately after engaging the
starter, a sheared shaft is indicated, and the starter must be turned OFF starter, a sheared shaft is indicated, and the starter must be turned OFF
immediately. immediately.
If the gas generator f ails to light within 10 seconds after mo ving the If the gas generator f ails to light within 10 seconds after mo ving the
condition lever to RUN, pull the condition lever to STOP, and turn OFF the condition lever to RUN, pull the condition lever to STOP, and turn OFF the
starter and the ignition. Clear the engine per Engine Clearing Procedure, starter and the ignition. Clear the engine per Engine Clearing Procedure,
below, before attempting another start. If for an y reason a starting attempt below, before attempting another start. If for an y reason a starting attempt
is discontinued, allo w the engine to come to a complete stop, and then is discontinued, allo w the engine to come to a complete stop, and then
accomplish a motoring run. F or a subsequent starting attempt, repeat the accomplish a motoring run. F or a subsequent starting attempt, repeat the
complete starting sequence. complete starting sequence.
If the start is proceeding normally when the Ng stabilizes at idle (52% If the start is proceeding normally when the Ng stabilizes at idle (52%
Ng), turn the starter and ignition OFF . Advance the po wer levers to attain Ng), turn the starter and ignition OFF . Advance the po wer levers to attain
68% Ng. At a minimum of 68% Ng, turn the generator ON. (Do not go to 68% Ng. At a minimum of 68% Ng, turn the generator ON. (Do not go to
GENERATOR without going to the OFF position momentarily .) Check GENERATOR without going to the OFF position momentarily .) Check
that the oil pressure is reading in the green arc. that the oil pressure is reading in the green arc.
NOTE NOTE
Always be sure that an engine has attained a Always be sure that an engine has attained a
minimum Ng of 68% before its generator is minimum Ng of 68% before its generator is
turned ON. turned ON.
To check the function of the hydraulic pump of the f irst engine started, To check the function of the hydraulic pump of the f irst engine started,
place the gear selector lever in the DOWN position. If the hydraulic pump is place the gear selector lever in the DOWN position. If the hydraulic pump is
functioning properly, the gear le ver will automatically return to neutral. The functioning properly, the gear le ver will automatically return to neutral. The
second hydraulic pump can be checked during shutdown. second hydraulic pump can be checked during shutdown.
NOTE NOTE
When starting the engines belo w an ambient When starting the engines belo w an ambient
temperature of 0°F , suf ficient time at engine temperature of 0°F , suf ficient time at engine
idle should be gi ven to w arm up the hydraulic idle should be gi ven to w arm up the hydraulic
fluid. Prior to tak eoff, the landing gear handle fluid. Prior to tak eoff, the landing gear handle
should be c ycled do wn while each engine is should be c ycled do wn while each engine is
running separately and the handle should re- running separately and the handle should re-
turn within 20 seconds. If the handle does not turn within 20 seconds. If the handle does not
return, the pump is inoperati ve and flight must return, the pump is inoperati ve and flight must
not be initiated. not be initiated.
When the ammeter reads 100 or less, the battery is char ged sufficiently When the ammeter reads 100 or less, the battery is char ged sufficiently
and the generator should be turned OFF. and the generator should be turned OFF.
Repeat the above procedures to start the second engine, eliminating the Repeat the above procedures to start the second engine, eliminating the
hydraulic pump check. When both engines are running and stabilized, both hydraulic pump check. When both engines are running and stabilized, both
generators should be ON. generators should be ON.
APU START APU START

When an auxiliary po wer unit (APU) is emplo yed for starting the When an auxiliary po wer unit (APU) is emplo yed for starting the
engines ensure that the APU is re gulated to 28 Vdc and is capable of engines ensure that the APU is re gulated to 28 Vdc and is capable of
providing a minimum starting current of 1200 amperes. The generator providing a minimum starting current of 1200 amperes. The generator
switches should be OFF until both engines are running and the APU is switches should be OFF until both engines are running and the APU is
disconnected. Turn the battery master switch OFF before the APU is disconnected. Turn the battery master switch OFF before the APU is
connected. After the APU is connected, monitor the airplane v oltmeter until connected. After the APU is connected, monitor the airplane v oltmeter until
the reading stabilizes between 27 and 30 v olts; then turn the battery master the reading stabilizes between 27 and 30 v olts; then turn the battery master
switch ON. switch ON.
Proceed as in a normal start; ho wever, lea ve the generator switches Proceed as in a normal start; ho wever, lea ve the generator switches
OFF. When both engines are running and stabilized, turn the battery master OFF. When both engines are running and stabilized, turn the battery master
switch OFF until the APU is disconnected. Then turn the battery master switch OFF until the APU is disconnected. Then turn the battery master
switch and both generators ON. switch and both generators ON.
ENGINE CLEARING PROCEDURE ENGINE CLEARING PROCEDURE
Before beginning engine clearing procedures, allow 30 seconds for fuel Before beginning engine clearing procedures, allow 30 seconds for fuel
drainage. To clear fuel from the engine, place the condition le ver in the drainage. To clear fuel from the engine, place the condition le ver in the
STOP position and turn the ignition switch OFF . Turn the battery master STOP position and turn the ignition switch OFF . Turn the battery master
switch and fuel pump ON. switch and fuel pump ON.
4-20 REVISED:MAY 15, 1990 4-20 REVISED: MAY 15, 1990
Turn the starter ON for 15 seconds; then turn the starter OFF . After Ng Turn the starter ON for 15 seconds; then turn the starter OFF . After Ng
has returned to zero, the fuel pump may be turned OFF. has returned to zero, the fuel pump may be turned OFF.
ENGINE CROSS-START (ONE ENGINE OPERATING) ENGINE CROSS-START (ONE ENGINE OPERATING)
To start the second engine through use of po wer from the generator of To start the second engine through use of po wer from the generator of
the operating engine, turn ON the fuel pump and the ignition of the engine to the operating engine, turn ON the fuel pump and the ignition of the engine to
be started. T urn OFF the generator of the engine that is operating. Adv ance be started. T urn OFF the generator of the engine that is operating. Adv ance
the power lever of the operating engine to attain 68% Ng. When the Ng of the the power lever of the operating engine to attain 68% Ng. When the Ng of the
operating engine is at 68%, turn ON the starter of the second engine. Moni- operating engine is at 68%, turn ON the starter of the second engine. Moni-
tor Ng and ITT on the operating engine and adv ance the po wer lever to tor Ng and ITT on the operating engine and adv ance the po wer lever to
maintain 68% Ng and ITT within its limits. After the second engine reaches maintain 68% Ng and ITT within its limits. After the second engine reaches
10% Ng, turn ON the generator of the f irst engine started. After the Ng of the 10% Ng, turn ON the generator of the f irst engine started. After the Ng of the
second engine stabilizes above a minimum of 12%, advance its condition lever second engine stabilizes above a minimum of 12%, advance its condition lever
to RUN. Check for the illumination of the ignition light. Monitor ITT and Ng to RUN. Check for the illumination of the ignition light. Monitor ITT and Ng
for normal readings as in the Normal Start procedure. for normal readings as in the Normal Start procedure.
If the start is proceeding normally , when the Ng stabilizes at idle, turn If the start is proceeding normally , when the Ng stabilizes at idle, turn
the starter and ignition OFF . At a minimum of 68% Ng, turn ON the gen- the starter and ignition OFF . At a minimum of 68% Ng, turn ON the gen-
erator of the second engine. erator of the second engine.
4.15 BEFORE TAXI 4.15 BEFORE TAXI

Before taxiing check that wheel chocks are remo ved and the APU dis- Before taxiing check that wheel chocks are remo ved and the APU dis-
connected, if emplo yed. Check that the battery master and generator connected, if emplo yed. Check that the battery master and generator
switches are ON. All annunciator lights should be e xtinguished. A press-to- switches are ON. All annunciator lights should be e xtinguished. A press-to-
test of the annunciator display will confirm that it is functional. test of the annunciator display will confirm that it is functional.
Turn ON interior and exterior lights as required. Set cabin comfort con- Turn ON interior and exterior lights as required. Set cabin comfort con-
trols as desired. (Refer to P aragraph 4.41.) T urn ON AP/FD po wer switch. trols as desired. (Refer to P aragraph 4.41.) T urn ON AP/FD po wer switch.
Set gyros and clocks as required, and set altimeters to f ield elevation. The Set gyros and clocks as required, and set altimeters to f ield elevation. The
avionics master switch should be turned ON and the electric trim turned ON avionics master switch should be turned ON and the electric trim turned ON
and checked. Check the autopilot (see Section 9 - Supplements); then turn it and checked. Check the autopilot (see Section 9 - Supplements); then turn it
OFF. Check the radios and tune them as desired. OFF. Check the radios and tune them as desired.
On aircraft with serial numbers 31T -8104001 and up, the b us system On aircraft with serial numbers 31T -8104001 and up, the b us system
should be check ed using the follo wing procedure. T urn the left generator should be check ed using the follo wing procedure. T urn the left generator
switch OFF, and pull the left generator b us tie circuit break er. Verify that switch OFF, and pull the left generator b us tie circuit break er. Verify that
there is no power loss to any bus. Reset the left generator switch and the left there is no power loss to any bus. Reset the left generator switch and the left
generator b us tie circuit break er. Then, turn the right generator switch Of f generator b us tie circuit break er. Then, turn the right generator switch Of f
and pull the right generator b us tie circuit break er. Verify that there is no and pull the right generator b us tie circuit break er. Verify that there is no
power loss to an y b us. Reset the right generator switch and the right power loss to an y b us. Reset the right generator switch and the right
generator bus tie circuit break er. If there is a po wer loss with either check, generator bus tie circuit break er. If there is a po wer loss with either check,
flight should be a voided until the inte grity of the system has been reflight should be a voided until the inte grity of the system has been re-
established. established.
4.17 TAXIING 4.17 TAXIING

While taxiing, apply brak es to determine their ef fectiveness. Observ e While taxiing, apply brak es to determine their ef fectiveness. Observ e
flight instruments to see if the y appear to be functioning properly. Reversing flight instruments to see if the y appear to be functioning properly. Reversing
the propellers while taxiing will both allo w the reverse function to be tested the propellers while taxiing will both allo w the reverse function to be tested
and also re gulate taxiing speed without causing unnecessary wear on the and also re gulate taxiing speed without causing unnecessary wear on the
brakes. brakes.
While taxiing with the power levers in IDLE, exercise the propeller con- While taxiing with the power levers in IDLE, exercise the propeller con-
trols from full INCREASE RPM through FEA THER se veral times to trols from full INCREASE RPM through FEA THER se veral times to
check the propeller controls and the response of the governors. check the propeller controls and the response of the governors.
During taxi and run-up, the cabin air control may be placed in the RE- During taxi and run-up, the cabin air control may be placed in the RE-
CIRCULATE position for a more rapid w arm-up of the cabin in cold CIRCULATE position for a more rapid w arm-up of the cabin in cold
weather or a more rapid cool-do wn in hot weather . Operation in the RE- weather or a more rapid cool-do wn in hot weather . Operation in the RE-
CIRCULATE mode must be limited to 15 minutes, after which at least 5 CIRCULATE mode must be limited to 15 minutes, after which at least 5
minutes of operation in either the OUTSIDE or the PRESSURIZED mode minutes of operation in either the OUTSIDE or the PRESSURIZED mode
is required before reselection of the RECIRCULATE mode. is required before reselection of the RECIRCULATE mode.
4.19 ENGINE RUN-UP 4.19 ENGINE RUN-UP
WARNING WARNING
During engine run-up, set the parking brak e ON. Both generators During engine run-up, set the parking brak e ON. Both generators
should be ON and all circuit breakers should be in. Check the ammeters and should be ON and all circuit breakers should be in. Check the ammeters and
voltmeter. The propeller synchronizer should be turned OFF . Check both voltmeter. The propeller synchronizer should be turned OFF . Check both
fuel pumps on each engine, making sure that fuel pressure readings remain fuel pumps on each engine, making sure that fuel pressure readings remain
within limits during operation of each pump. One fuel pump must be ON for within limits during operation of each pump. One fuel pump must be ON for
an engine any time that engine is in operation. an engine any time that engine is in operation.
WARNING WARNING
Both fuel pumps for each engine must be oper- Both fuel pumps for each engine must be oper-
ative for takeoff. ative for takeoff.
Check that the fuel crossfeed v alve is OFF. Before takeoff, the cabin air Check that the fuel crossfeed v alve is OFF. Before takeoff, the cabin air
control should be placed in the PRESSURIZED position. T o ensure proper control should be placed in the PRESSURIZED position. T o ensure proper
pressurization of the cabin, the emer gency gear e xtender cover must be se- pressurization of the cabin, the emer gency gear e xtender cover must be se-
curely in position. On serial numbers 31T -7904001 and up, the dump/test curely in position. On serial numbers 31T -7904001 and up, the dump/test
switch must be in the NORMAL position. switch must be in the NORMAL position.
Set the po wer levers to 1625 RPM. Check that the pneumatic pressure Set the po wer levers to 1625 RPM. Check that the pneumatic pressure
gauge is reading within limits. gauge is reading within limits.
To test the propeller o verspeed go vernors, adv ance the propeller con- To test the propeller o verspeed go vernors, adv ance the propeller con-
trols fully forw ard. Pull out and up on the hydraulic topping go vernor trols fully forw ard. Pull out and up on the hydraulic topping go vernor
(HTG) test switches and observ e a drop of approximately 85 RPM. Release (HTG) test switches and observ e a drop of approximately 85 RPM. Release
the HTG switches to their normal position and check that the propeller the HTG switches to their normal position and check that the propeller
speed returns to 1625 RPM. speed returns to 1625 RPM.
NOTE NOTE
Observe maximum ITT and torque limits. Observe maximum ITT and torque limits.
In accordance with P aragraph 4.39, check the pressurization system In accordance with P aragraph 4.39, check the pressurization system
and set the cabin pressurization controls. and set the cabin pressurization controls.
Advance the po wer levers to 1800 RPM for a check of the engine ice Advance the po wer levers to 1800 RPM for a check of the engine ice
protection system. Refer to P aragraph 4.43 for Ice Protection System protection system. Refer to P aragraph 4.43 for Ice Protection System
preflight test procedures. preflight test procedures.
Set the power levers at IDLE for a secondary lo w pitch stop check. Test Set the power levers at IDLE for a secondary lo w pitch stop check. Test
the secondary low pitch stops one at a time. Pull the po wer lever toward RE- the secondary low pitch stops one at a time. Pull the po wer lever toward RE-
VERSE until the “BETA” light illuminates. Press do wn and hold the secon- VERSE until the “BETA” light illuminates. Press do wn and hold the secon-
dary low pitch stop switch while continuing to mo ve the power lever toward dary low pitch stop switch while continuing to mo ve the power lever toward
REVERSE. Propeller re verse should not be attained, and the “BET A” light REVERSE. Propeller re verse should not be attained, and the “BET A” light
should blink. Resistance should be felt in the po wer lever. Release the secon- should blink. Resistance should be felt in the po wer lever. Release the secon-
dary low pitch stop switch when resistance is felt in the power lever. The pro- dary low pitch stop switch when resistance is felt in the power lever. The pro-
peller should go to ward re verse as indicated by an increase in propeller peller should go to ward re verse as indicated by an increase in propeller
speed. Repeat the above test on the second engine. speed. Repeat the above test on the second engine.
CAUTION CAUTION
Do not force the po wer le ver into full RE- Do not force the po wer le ver into full RE-
VERSE. Forcing a le ver may damage the link- VERSE. Forcing a le ver may damage the link-
age. age.
With the power levers set at IDLE, set the friction control knob on the With the power levers set at IDLE, set the friction control knob on the
right side of the control pedestal as necessary. right side of the control pedestal as necessary.
4.21 BEFORE TAKEOFF 4.21 BEFORE TAKEOFF
Check that all circuit break ers are in, and check v oltmeter and ammeter Check that all circuit break ers are in, and check v oltmeter and ammeter
readings. Check that both generators are ON and that a duct pump for each readings. Check that both generators are ON and that a duct pump for each
engine is ON. Check that necessary lights and electrical systems are ON, in- engine is ON. Check that necessary lights and electrical systems are ON, in-
cluding ice protection systems if weather conditions warrant. cluding ice protection systems if weather conditions warrant.
Oil cooler doors should be CLOSED. Check that flight instruments are Oil cooler doors should be CLOSED. Check that flight instruments are
set and operational. Check engine instruments for readings within limits. Be set and operational. Check engine instruments for readings within limits. Be
sure that all warning lights and annunciator display lights are out. sure that all warning lights and annunciator display lights are out.
Set radios, radar and autopilot as desired. Be sure that the propeller syn- Set radios, radar and autopilot as desired. Be sure that the propeller syn-
chronizer and autopilot are OFF for tak eoff. Check that the NORMAL chronizer and autopilot are OFF for tak eoff. Check that the NORMAL
static source is selected. static source is selected.
Set the propeller controls fully forw ard. Trim should be set to the tak e- Set the propeller controls fully forw ard. Trim should be set to the tak e-
off (white) range. Check the wing flaps for proper operation. On aircraft off (white) range. Check the wing flaps for proper operation. On aircraft
serial numbers 31T -7904001 and up, mo ve the flap selector switch to an serial numbers 31T -7904001 and up, mo ve the flap selector switch to an
intermediate position and after the flaps be gin to mo ve, press and hold the intermediate position and after the flaps be gin to mo ve, press and hold the
flap test switch. The flaps should stop and the “FLAP” annunciator should flap test switch. The flaps should stop and the “FLAP” annunciator should
illuminate. Release the flap test switch, the annunciator should e xtinguish illuminate. Release the flap test switch, the annunciator should e xtinguish
and the flaps move to the selected position. Return the flap selector switch to and the flaps move to the selected position. Return the flap selector switch to
0° and check that the flaps retract fully . Set flaps as desired for tak eoff. 0° and check that the flaps retract fully . Set flaps as desired for tak eoff.
Check fuel quantity and check that flight controls are free. Seat belt and Check fuel quantity and check that flight controls are free. Seat belt and
no smoking signs should be turned on, and the pilot should check that pas- no smoking signs should be turned on, and the pilot should check that pas-
sengers have complied and are ready for tak eoff. Double check that the f ire- sengers have complied and are ready for tak eoff. Double check that the f ire-
wall shut-off valves are ON and the crossfeed is OFF. wall shut-off valves are ON and the crossfeed is OFF.
If differential cabin altitude has been preselected (see P aragraph 4.39), If differential cabin altitude has been preselected (see P aragraph 4.39),
the ascend/descend switch should be in the appropriate position for serial the ascend/descend switch should be in the appropriate position for serial
numbers 31T-7804001 through 31T-7804011. numbers 31T-7804001 through 31T-7804011.
4.23 TAKEOFF AND CLIMB 4.23 TAKEOFF AND CLIMB
The directional gyro should be set on the runw ay heading and the pro- The directional gyro should be set on the runw ay heading and the pro-
peller levers set fully forw ard for 2200 RPM. Adv ance the power levers and peller levers set fully forw ard for 2200 RPM. Adv ance the power levers and
allow the engines to stabilize between 500 to 900 lb. ft. torque prior to brake allow the engines to stabilize between 500 to 900 lb. ft. torque prior to brake
release. Then as the brak es are released, continue adv ancing the po wer release. Then as the brak es are released, continue adv ancing the po wer
levers. Refer to the takeoff charts in Section 5. levers. Refer to the takeoff charts in Section 5.
CAUTION CAUTION
Do not exceed engine limits. Do not exceed engine limits.
Maintain torque and ITT within limits. As the airplane accelerates, an Maintain torque and ITT within limits. As the airplane accelerates, an
increase in torque pressure at a fixed power lever position is normal. Reduce increase in torque pressure at a fixed power lever position is normal. Reduce
power setting as required. Attain a minimum airspeed of 90 KIAS before power setting as required. Attain a minimum airspeed of 90 KIAS before
rotating. When airborne, retract the flaps (if e xtended) and the landing gear rotating. When airborne, retract the flaps (if e xtended) and the landing gear
below an airspeed of 141 KIAS. Do not retract the landing gear below an airspeed of 141 KIAS. Do not retract the landing gear
prematurely. prematurely.
NOTE NOTE
Takeoff Distance Chart values are based on ob- Takeoff Distance Chart values are based on ob-
taining the barrier speed at 50 feet abo ve taining the barrier speed at 50 feet abo ve
ground level. ground level.
Set climb po wer (2000 Np) in accordance with performance informa- Set climb po wer (2000 Np) in accordance with performance informa-
tion presented in Section 5. Check engine instruments. Adjust oil cooler tion presented in Section 5. Check engine instruments. Adjust oil cooler
doors as necessary . To impro ve visibility, passenger comfort and engine doors as necessary . To impro ve visibility, passenger comfort and engine
cooling on a hot day, a climb speed of 139 KIAS is recommended. cooling on a hot day, a climb speed of 139 KIAS is recommended.
After tak eoff, the seat belt and no smoking sign may be turned on or After tak eoff, the seat belt and no smoking sign may be turned on or
off as required, depending on car go, oxygen use, etc. The propeller off as required, depending on car go, oxygen use, etc. The propeller
synchronizer and yaw damper may be turned ON, if desired. Propeller speeds synchronizer and yaw damper may be turned ON, if desired. Propeller speeds
should be manually set as close as possible before the propeller synchronizer should be manually set as close as possible before the propeller synchronizer
system is turned ON. system is turned ON.
4.25 CRUISE 4.25 CRUISE
Set cruise po wer in accordance with the performance information pre- Set cruise po wer in accordance with the performance information pre-
sented in Section 5. Check the readings of the engine instruments and moni- sented in Section 5. Check the readings of the engine instruments and moni-
tor fuel gauges during flight. Control levers may be secured into their settings tor fuel gauges during flight. Control levers may be secured into their settings
by use of the friction knob on the right side of the control pedestal. by use of the friction knob on the right side of the control pedestal.
Set cabin pressurization in accordance with P aragraph 4.39. Set cabin Set cabin pressurization in accordance with P aragraph 4.39. Set cabin
comfort controls as desired in accordance with Paragraph 4.41. comfort controls as desired in accordance with Paragraph 4.41.
NOTES NOTES
Prior to resetting the directional gyro, turn Prior to resetting the directional gyro, turn
windshield heat OFF. windshield heat OFF.
If turbulent air is encountered, observ e a turbu- If turbulent air is encountered, observ e a turbu-
lent air penetration speed of 177 KIAS. Do not lent air penetration speed of 177 KIAS. Do not
exceed Vmo as indicated by the red needle in exceed Vmo as indicated by the red needle in
the airspeed indicator. the airspeed indicator.
Turn ON the ignition switches when pene- Turn ON the ignition switches when pene-
trating turb ulent air in hea vy rain or with less trating turb ulent air in hea vy rain or with less
than 250 pounds of fuel remaining per side. than 250 pounds of fuel remaining per side.
4.27 FLIGHT IN ICING CONDITIONS 4.27 FLIGHT IN ICING CONDITIONS
For ice protection system operating procedures, refer to P aragraph 4.43. For ice protection system operating procedures, refer to P aragraph 4.43.
If visible moisture is encountered at temperatures below +5°C or if icing If visible moisture is encountered at temperatures below +5°C or if icing
conditions are encountered or anticipated, turn ON the engine ice protection conditions are encountered or anticipated, turn ON the engine ice protection
switches. Turn ON pitot heat, and turn ON windshield heat. switches. Turn ON pitot heat, and turn ON windshield heat.
A drop in torque is normal with the actuation of the engine ice protec- A drop in torque is normal with the actuation of the engine ice protec-
tion system. Po wer can be re gained by adv ancing the po wer le vers while tion system. Po wer can be re gained by adv ancing the po wer le vers while
monitoring ITT to avoid exceeding limits. monitoring ITT to avoid exceeding limits.
Press the surface deice switch to cycle the pneumatic surface deicers as Press the surface deice switch to cycle the pneumatic surface deicers as
required. For best deicer boot ef ficiency, allow 1/4 to 3/8 inch of ice accu- required. For best deicer boot ef ficiency, allow 1/4 to 3/8 inch of ice accu-
mulation before acti vating switch. Monitor oil temperatures, and open oil mulation before acti vating switch. Monitor oil temperatures, and open oil
cooler doors if necessary to maintain oil temperatures within limits. cooler doors if necessary to maintain oil temperatures within limits.
4.29 DESCENT 4.29 DESCENT
Set the pressurization controls for descent in serial numbers Set the pressurization controls for descent in serial numbers
31T-7804001 through 31T -7804011 by setting the outer ring of the cabin 31T-7804001 through 31T -7804011 by setting the outer ring of the cabin
altitude selector at 1000 feet abo ve the pressure altitude of the landing f ield. altitude selector at 1000 feet abo ve the pressure altitude of the landing f ield.
Place the ascend/descend switch in the DESCEND position. Place the ascend/descend switch in the DESCEND position.
Shortly after letdo wn is initiated in aircraft with serial numbers Shortly after letdo wn is initiated in aircraft with serial numbers
31T-7904001 and up, set the Cabin Altitude Controller to 500 feet abo ve the 31T-7904001 and up, set the Cabin Altitude Controller to 500 feet abo ve the
pressure altitude of the landing f ield. Adjust the rate control high enough to pressure altitude of the landing f ield. Adjust the rate control high enough to
allow the cabin to descend to the landing setting before the aircraft descends allow the cabin to descend to the landing setting before the aircraft descends
to that altitude. F or normal letdo wn the rate knob should be at the twelv e to that altitude. F or normal letdo wn the rate knob should be at the twelv e
o’clock position. A higher setting should be selected for rapid descents so o’clock position. A higher setting should be selected for rapid descents so
that the aircraft altitude does not catch up with cabin altitude. that the aircraft altitude does not catch up with cabin altitude.
Set the altimeter . Use the dehumidif ier function of the cabin comfort Set the altimeter . Use the dehumidif ier function of the cabin comfort
controls and pitot heat and windshield heat as required during descent. controls and pitot heat and windshield heat as required during descent.
Stalling speeds should be e xpected to increase with ice accumulation. Stalling speeds should be e xpected to increase with ice accumulation.
Stall warning devices are not accurate enough to be relied upon; therefore, Stall warning devices are not accurate enough to be relied upon; therefore,
in icing conditions a substantial mar gin of airspeed should be maintained in icing conditions a substantial mar gin of airspeed should be maintained
above normal operation stalling speeds. above normal operation stalling speeds.
4.31 BEFORE LANDING 4.31 BEFORE LANDING
Before landing, seat belt and no smoking signs should be ON, and all oc- Before landing, seat belt and no smoking signs should be ON, and all oc-
cupants should comply . The propeller synchronizer , if installed, should be cupants should comply . The propeller synchronizer , if installed, should be
turned OFF. turned OFF.
Before entering the traf fic pattern, the function of the hydraulic pumps Before entering the traf fic pattern, the function of the hydraulic pumps
may be checked by placing the gear selector in the UP position while the gear may be checked by placing the gear selector in the UP position while the gear
is still retracted. If the pumps are producing pressure, the selector le ver will is still retracted. If the pumps are producing pressure, the selector le ver will
automatically return to the neutral position. This check will allo w time for automatically return to the neutral position. This check will allo w time for
the gear to be extended with the emergency hand pump if necessary. the gear to be extended with the emergency hand pump if necessary.
Set the propeller controls at 2200 RPM. Check that the cabin has de- Set the propeller controls at 2200 RPM. Check that the cabin has de-
pressurized, as landing should not be attempted when the cabin is pres- pressurized, as landing should not be attempted when the cabin is pres-
surized above .3 psi. Extend the wing flaps as required. The maximum speed surized above .3 psi. Extend the wing flaps as required. The maximum speed
for 15° flap e xtension is 171 KIAS; the maximum speed for 40° flap e xten- for 15° flap e xtension is 171 KIAS; the maximum speed for 40° flap e xten-
sion is 141 KIAS. sion is 141 KIAS.
Flaps should be e xtended in tw o steps (see P aragraph 7.19) to preclude Flaps should be e xtended in tw o steps (see P aragraph 7.19) to preclude
the possibility of a large asymmetric (“split”) flap extension in the event of a the possibility of a large asymmetric (“split”) flap extension in the event of a
failure in the flap actuation system on aircraft serial numbers 31T -7804001 failure in the flap actuation system on aircraft serial numbers 31T -7804001
through 31T-7804011. through 31T-7804011.
CAUTION CAUTION
When selecting an APPR OACH flap position When selecting an APPR OACH flap position
and the selector is inadv ertently moved beyond and the selector is inadv ertently moved beyond
the APPROACH detent, the selector must be the APPROACH detent, the selector must be
returned to its original position and then back returned to its original position and then back
to APPR OACH in order to re-program the se- to APPR OACH in order to re-program the se-
lector. Returning the selector to the AP- lector. Returning the selector to the AP-
PROACH detent without re-programming will PROACH detent without re-programming will
return the flaps to their original position. return the flaps to their original position.
On aircraft serial numbers 31T -7904001 and up, the flaps should be On aircraft serial numbers 31T -7904001 and up, the flaps should be
extended as desired. extended as desired.
At speeds below 154 KIAS, the landing gear may be lo wered. Check for At speeds below 154 KIAS, the landing gear may be lo wered. Check for
three green lights indicating that all three le gs of the gear are do wn and three green lights indicating that all three le gs of the gear are do wn and
locked. Visually confirm gear e xtension by checking the gear mirror on the locked. Visually confirm gear e xtension by checking the gear mirror on the
inboard side of the left nacelle. Operate the toe brak es to determine if there inboard side of the left nacelle. Operate the toe brak es to determine if there
is sufficient pressure for braking. Be sure that the parking brak e is released. is sufficient pressure for braking. Be sure that the parking brak e is released.
Should brake freeze-up (caused by icing of the brake assembly during flight) Should brake freeze-up (caused by icing of the brake assembly during flight)
be suspected, it is recommended that maximum brak e pressure be applied be suspected, it is recommended that maximum brak e pressure be applied
several times to “break-up” possible ice accumulation. several times to “break-up” possible ice accumulation.
Landing lights should be ON as required. Autopilot and ya w damper Landing lights should be ON as required. Autopilot and ya w damper
should be OFF for landing. should be OFF for landing.
The landing distances sho wn in the performance section are predicated The landing distances sho wn in the performance section are predicated
on a stabilized approach at the appropriate speed sho wn on the landing chart on a stabilized approach at the appropriate speed sho wn on the landing chart
using 400 lb. ft. of torque until the sink rate is arrested in the flare at which using 400 lb. ft. of torque until the sink rate is arrested in the flare at which
time the power is reduced to idle. time the power is reduced to idle.
When propeller reverse is employed the power levers are moved to the reverse When propeller reverse is employed the power levers are moved to the reverse
range when the wheels have made firm contact with the runway surface. range when the wheels have made firm contact with the runway surface.
NOTE NOTE
Demonstrated crosswind component for land- Demonstrated crosswind component for land-
ing is 16 KTS. This w as the maximum crossing is 16 KTS. This w as the maximum cross-
wind component a vailable during F AA Certi- wind component a vailable during F AA Certi-
fication but is not considered a limitation. fication but is not considered a limitation.
4.33 BALKED LANDING 4.33 BALKED LANDING
In a balk ed landing situation, apply po wer as required (maximum con- In a balk ed landing situation, apply po wer as required (maximum con-
tinuous power) and maintain torque and engine temperatures within allo w- tinuous power) and maintain torque and engine temperatures within allo w-
able limits. The flap position in a balk ed landing situation will be 40°. After able limits. The flap position in a balk ed landing situation will be 40°. After
establishing po wer, retract the flaps to 15°, then retract the landing gear , establishing po wer, retract the flaps to 15°, then retract the landing gear ,
and then retract the flaps full UP. and then retract the flaps full UP.
4.35 AFTER LANDING 4.35 AFTER LANDING

After the landing touchdo wn the propeller controls should be mo ved After the landing touchdo wn the propeller controls should be mo ved
full FORWARD to the full INCREASE RPM position. Re verse thrust may full FORWARD to the full INCREASE RPM position. Re verse thrust may
be used as necessary above 40 KIAS. be used as necessary above 40 KIAS.
When clear of the acti ve runway the flaps should be retracted and the When clear of the acti ve runway the flaps should be retracted and the
heater fuel switch and strobe lights turned OFF . The landing lights should heater fuel switch and strobe lights turned OFF . The landing lights should
be turned OFF and trim set to neutral. be turned OFF and trim set to neutral.
4.37 SHUTDOWN 4.37 SHUTDOWN

WARNING WARNING
After the airplane is taxied to a stop, set the parking brak e. If the tem- After the airplane is taxied to a stop, set the parking brak e. If the tem-
perature is below freezing and the brak es are wet, the y should not be set if perature is below freezing and the brak es are wet, the y should not be set if
there is a possibility of the brak es being frozen. T urn OFF the a vionics there is a possibility of the brak es being frozen. T urn OFF the a vionics
master switch and all other radio and electrical switches. Turn OFF Inverter master switch and all other radio and electrical switches. Turn OFF Inverter
power switch. power switch.
WARNING WARNING
Failure to select the in verter power switch and Failure to select the in verter power switch and
Check the battery v oltmeter for proper electrical system condition. Check the battery v oltmeter for proper electrical system condition.
Monitor the inter turbine temperature. When the ITT has dropped belo w Monitor the inter turbine temperature. When the ITT has dropped belo w
610°C for a minimum of one minute, the shutdo wn of the engine that w as 610°C for a minimum of one minute, the shutdo wn of the engine that w as
started first can be accomplished. The engine that w as started first should be started first can be accomplished. The engine that w as started first should be
shut down first since the hydraulic pump check on this engine w as made on shut down first since the hydraulic pump check on this engine w as made on
start and the opposite hydraulic pump should be checked on shutdown. start and the opposite hydraulic pump should be checked on shutdown.
Turn OFF the generator on the engine to be shut do wn f irst. Pull the Turn OFF the generator on the engine to be shut do wn f irst. Pull the
power le ver aft to IDLE and the propeller control to FEA THER. Pull the power le ver aft to IDLE and the propeller control to FEA THER. Pull the
condition lever to STOP. Turn OFF the fuel pump, after Ng is zero. condition lever to STOP. Turn OFF the fuel pump, after Ng is zero.
NOTE NOTE
Avoid ground operation with the propellers in Avoid ground operation with the propellers in
FEATHER to reduce the hot e xhaust e xposure FEATHER to reduce the hot e xhaust e xposure
to airframe/system components and increase to airframe/system components and increase
their service life. their service life.
Move the gear selector handle to the DO WN position to check the hy- Move the gear selector handle to the DO WN position to check the hy-
draulic pump of the operating engine. The gear selector handle should return draulic pump of the operating engine. The gear selector handle should return
to the neutral position. Turn OFF the cabin comfort panel master switch. to the neutral position. Turn OFF the cabin comfort panel master switch.
The abo ve shutdo wn procedure should be follo wed for the second The abo ve shutdo wn procedure should be follo wed for the second
engine. After the engines have been shut down turn OFF fuel pump, after Ng engine. After the engines have been shut down turn OFF fuel pump, after Ng
is zero. Turn off the battery master switch. is zero. Turn off the battery master switch.
While the aircraft is unattended, ensure that the ground co vers are in- While the aircraft is unattended, ensure that the ground co vers are in-
stalled to prevent propeller windmilling with zero oil pressure and co ver the stalled to prevent propeller windmilling with zero oil pressure and co ver the
intake and exhaust openings. intake and exhaust openings.
WARNING WARNING
If there is evidence of fire within the engine after If there is evidence of fire within the engine after
shutdown, proceed immediately with the En- shutdown, proceed immediately with the En-
gine Clearing Procedure (paragraph 4.13). gine Clearing Procedure (paragraph 4.13).
4.39 CABIN PRESSURIZATION SYSTEM 4.39 CABIN PRESSURIZATION SYSTEM

AIRCRAFT SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011 AIRCRAFT SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011
Cabin pressurization system controls, gauges and switches are located in Cabin pressurization system controls, gauges and switches are located in
the lower left corner of the instrument panel adjacent to the control wheel. the lower left corner of the instrument panel adjacent to the control wheel.
(Refer to Section 7, Figure 7-29.) (Refer to Section 7, Figure 7-29.)
The emergency gear extender cover, used to dump cabin pressure, is lo- The emergency gear extender cover, used to dump cabin pressure, is lo-
cated on the floor between the pilot and copilot seats. cated on the floor between the pilot and copilot seats.
The cabin pressurization system controls, gauges and switches are as The cabin pressurization system controls, gauges and switches are as
follows: follows:
(a) Cabin Altitude Selector (a) Cabin Altitude Selector
(b) Rate of Change Control (b) Rate of Change Control
(c) Cabin Ascend/Descend Switch (c) Cabin Ascend/Descend Switch
(d) Cabin Pressure Altitude/Differential Pressure Gauge (d) Cabin Pressure Altitude/Differential Pressure Gauge
(e) Cabin Rate of Climb Gauge (e) Cabin Rate of Climb Gauge
(f) Test Switch (Manual Override) (f) Test Switch (Manual Override)
(g) Air Control (g) Air Control
(h) Emergency Gear Extender Cover (h) Emergency Gear Extender Cover
Prior to starting engines, set the pressurization air control to each of its Prior to starting engines, set the pressurization air control to each of its
three positions. Note that a f irm effort is required to mo ve the le ver out of three positions. Note that a f irm effort is required to mo ve the le ver out of
either the outside air or the pressurized air position. This control is spring- either the outside air or the pressurized air position. This control is spring-
loaded to warn the pilot of a f ailure in the air control system. If little ef fort is loaded to warn the pilot of a f ailure in the air control system. If little ef fort is
required to move the lever, be suspicious of a brok en control cable. If a cable required to move the lever, be suspicious of a brok en control cable. If a cable
is brok en, the air control v alve may be f ailed in either the open or closed is brok en, the air control v alve may be f ailed in either the open or closed
position. If open, pressurized flight will not be possible, b ut unpressurized position. If open, pressurized flight will not be possible, b ut unpressurized
flight will be possible. If the air control v alve is f ailed closed, pressurized flight will be possible. If the air control v alve is f ailed closed, pressurized
flight would be possible b ut not recommended, as it may not be possible to flight would be possible b ut not recommended, as it may not be possible to
stop the source of contaminated air should contamination occur. stop the source of contaminated air should contamination occur.
NOTE NOTE
It is not advisable to attempt flight if the pres- It is not advisable to attempt flight if the pres-
surization system tests indicate proper func- surization system tests indicate proper func-
tioning b ut the air control tests abo ve indicate tioning b ut the air control tests abo ve indicate
a broken cable. a broken cable.
After engine start, set the air control to the PRESSURIZED AIR posi- After engine start, set the air control to the PRESSURIZED AIR posi-
tion. Set cabin altitude to 500 feet abo ve field pressure altitude. Be sure that tion. Set cabin altitude to 500 feet abo ve field pressure altitude. Be sure that
the emergency gear e xtender cover is in place. W ith the engines turning ap- the emergency gear e xtender cover is in place. W ith the engines turning ap-
proximately 80% Ng, actuate the switch labeled “PRESSURIZA TION proximately 80% Ng, actuate the switch labeled “PRESSURIZA TION
TEST” for about 10 seconds. A rate of descent should be observ ed on the TEST” for about 10 seconds. A rate of descent should be observ ed on the
cabin rate of climb gauge, and then the gauge should start back to ward zero. cabin rate of climb gauge, and then the gauge should start back to ward zero.
(The rate of cabin descent should not e xceed -2000 feet per minute, nor (The rate of cabin descent should not e xceed -2000 feet per minute, nor
should the cabin pressure altitude go more than 300 feet belo w field eleva- should the cabin pressure altitude go more than 300 feet belo w field eleva-
tion. If both of the abo ve v alues are e xceeded, immediately reduce the tion. If both of the abo ve v alues are e xceeded, immediately reduce the
throttles to idle, and position the air control to OUTSIDE AIR. Do not throttles to idle, and position the air control to OUTSIDE AIR. Do not
attempt pressurized flight until maintenance has been accomplished attempt pressurized flight until maintenance has been accomplished
If all tests show proper functioning, then before tak eoff set the cabin al- If all tests show proper functioning, then before tak eoff set the cabin al-
titude 500 feet abo ve the f ield pressure altitude. (Cabin pressurization will titude 500 feet abo ve the f ield pressure altitude. (Cabin pressurization will
begin as the cabin passes through the altitude selected.) Cabin altitude will begin as the cabin passes through the altitude selected.) Cabin altitude will
remain at the selected altitude until maximum cabin dif ferential (5.5 PSI) is remain at the selected altitude until maximum cabin dif ferential (5.5 PSI) is
reached, at which time the cabin altitude will be gin to climb until at 29,000 reached, at which time the cabin altitude will be gin to climb until at 29,000
feet pressure altitude the cabin pressure altitude will be 10,000 feet. F or flight feet pressure altitude the cabin pressure altitude will be 10,000 feet. F or flight
below an airplane altitude of 13,000 feet, at which the cabin altitude control should be below an airplane altitude of 13,000 feet, at which the cabin altitude control should be
left at the takeoff setting. For flight above 13,000 feet, at which point maxi-mum left at the takeoff setting. For flight above 13,000 feet, at which point maxi-mum
differential will be e xceeded, consult the Cabin Altitude Vs. Airplane Altitude differential will be e xceeded, consult the Cabin Altitude Vs. Airplane Altitude
graph in Section 5, and set the cabin altitude at 500 feet abo ve the graph in Section 5, and set the cabin altitude at 500 feet abo ve the
cabin altitude indicated on the graph. cabin altitude indicated on the graph.
To descend for landing be certain that the selected cabin altitude is To descend for landing be certain that the selected cabin altitude is
higher than the pressure altitude of the landing field. higher than the pressure altitude of the landing field.
NOTES NOTES
Turning the inner knob of the cabin altitude se- Turning the inner knob of the cabin altitude se-
lector while the airplane is pressurized will re- lector while the airplane is pressurized will re-
sult in a rapid, uncomfortable change in cabin sult in a rapid, uncomfortable change in cabin
altitude. altitude.
A residual pressure of approximately .25 PSI A residual pressure of approximately .25 PSI
will show on the dif ferential pressure gauge at will show on the dif ferential pressure gauge at
any time pressurization is selected and the air- any time pressurization is selected and the air-
craft is operating lo wer than the cabin altitude craft is operating lo wer than the cabin altitude
selected. selected.
Do not land when aircraft is pressurized abo ve Do not land when aircraft is pressurized abo ve
.3 PSI. .3 PSI.
To repressurize while in flight, lift the emer gency gear e xtender cover To repressurize while in flight, lift the emer gency gear e xtender cover
and then set the cabin altitude selector to 10,000 feet. Set the air control to and then set the cabin altitude selector to 10,000 feet. Set the air control to
PRESSURIZED AIR. PRESSURIZED AIR.
If aircraft is belo w 10,000 feet pressure altitude, replace the emer gency If aircraft is belo w 10,000 feet pressure altitude, replace the emer gency
gear extender cover and slowly turn center knob of the cabin altitude selector gear extender cover and slowly turn center knob of the cabin altitude selector
to a lower altitude until a cabin descent is observ ed on the cabin rate of climb to a lower altitude until a cabin descent is observ ed on the cabin rate of climb
gauge. Set altitude change ring of the cabin altitude selector to the desired al- gauge. Set altitude change ring of the cabin altitude selector to the desired al-
titude and engage the ascend/descend switch. titude and engage the ascend/descend switch.
If aircraft is abo ve 10,000 feet pressure altitude, replace the emer gency If aircraft is abo ve 10,000 feet pressure altitude, replace the emer gency
gear extender cover. (Slowly as it approaches the closed position.) Set the al- gear extender cover. (Slowly as it approaches the closed position.) Set the al-
titude change ring of the cabin altitude selector to the desired altitude and titude change ring of the cabin altitude selector to the desired altitude and
return the ascend/descend switch to DESCEND. return the ascend/descend switch to DESCEND.
4-31a 4-31a
AIRCRAFT WITH SERIAL NUMBERS 31T -7904001 THROUGH AIRCRAFT WITH SERIAL NUMBERS 31T -7904001 THROUGH
31T-8004059 31T-8004059
the lo wer left corner of the instrument panel adjacent to the control wheel. the lo wer left corner of the instrument panel adjacent to the control wheel.
(Refer to Section 7, Figure 7-30.) (Refer to Section 7, Figure 7-30.)
The emer gency gear e xtender co ver, used to dump cabin pressure, is The emer gency gear e xtender co ver, used to dump cabin pressure, is
located on the floor between the pilot and copilot seats. located on the floor between the pilot and copilot seats.
follows: follows:
(a) Cabin Altitude Controller (a) Cabin Altitude Controller
(c) Cabin Pressure Altitude/Differential Pressure Gauge (c) Cabin Pressure Altitude/Differential Pressure Gauge
(d) Cabin Rate Of Climb Gauge (d) Cabin Rate Of Climb Gauge
(e) Test/Dump Switch (e) Test/Dump Switch
(f) Air Control (f) Air Control
(g) Emergency Gear Extender Cover (g) Emergency Gear Extender Cover
flight will be safe. If the air control v alve is f ailed closed, pressurized flight flight will be safe. If the air control v alve is f ailed closed, pressurized flight
would be possible but not recommended, as it may not be possible to stop the would be possible but not recommended, as it may not be possible to stop the
source of contaminated air should contamination occur. source of contaminated air should contamination occur.
NOTE NOTE
tioning but the air control tests above indicate a tioning but the air control tests above indicate a
broken cable. broken cable.
tion. Set cabin altitude to 500 feet abo ve field pressure altitude. Be sure that tion. Set cabin altitude to 500 feet abo ve field pressure altitude. Be sure that
the emergency gear extender cover is in place and that the test/dump switch the emergency gear extender cover is in place and that the test/dump switch
is in the normal position. W ith the engines turning approximately 70% Ng, is in the normal position. W ith the engines turning approximately 70% Ng,
actuate the switch labeled “PRESSURIZA TION TEST” for about 10 actuate the switch labeled “PRESSURIZA TION TEST” for about 10
seconds. A rate of descent should be observ ed on the cabin rate of climb seconds. A rate of descent should be observ ed on the cabin rate of climb
ISSUED: OCTOBER 13, 1978 REPORT: 2124 ISSUED: OCTOBER 13, 1978 REPORT: 2124
REVISED: JANUARY 31, 1980 4-31b REVISED: JANUARY 31, 1980 4-31b
gauge, and then the gauge should start to ward zero. (The rate of cabin gauge, and then the gauge should start to ward zero. (The rate of cabin
descent should not exceed 500 feet per minute, nor should the cabin pressure descent should not exceed 500 feet per minute, nor should the cabin pressure
altitude go more than 300 feet belo w f ield ele vation.) If both of the abo ve altitude go more than 300 feet belo w f ield ele vation.) If both of the abo ve
values are e xceeded, immediately reduce the po wer levers to idle, and posi- values are e xceeded, immediately reduce the po wer levers to idle, and posi-
tion the air control to OUTSIDE AIR. Do not attempt pressurized flight tion the air control to OUTSIDE AIR. Do not attempt pressurized flight
until maintenance has been accomplished. until maintenance has been accomplished.
If all tests sho w proper functioning, then before tak eoff set cabin alti- If all tests sho w proper functioning, then before tak eoff set cabin alti-
tude 500 feet abo ve the f ield pressure altitude. (Cabin pressurization will tude 500 feet abo ve the f ield pressure altitude. (Cabin pressurization will
feet pressure altitude the cabin pressure altitude will be 10,000 feet. F or fight feet pressure altitude the cabin pressure altitude will be 10,000 feet. F or fight
below an airplane altitude of 12,000 feet, the cabin altitude control should be below an airplane altitude of 12,000 feet, the cabin altitude control should be
left at the tak eoff setting. F or flight abo ve 12,000 feet, at which point maxi- left at the tak eoff setting. F or flight abo ve 12,000 feet, at which point maxi-
mum dif ferential will be e xceeded, set the cabin altitude controller to the mum dif ferential will be e xceeded, set the cabin altitude controller to the
cruise altitude and adjust the cabin rate of climb as desired. It is recom- cruise altitude and adjust the cabin rate of climb as desired. It is recom-
mended that this setting be made during climb out after the controller has mended that this setting be made during climb out after the controller has
captured isobaric control. captured isobaric control.
higher than the pressure altitude of the landing f ield. Shortly after letdown is higher than the pressure altitude of the landing f ield. Shortly after letdown is
initiated, set the cabin altitude controller to 500 feet abo ve the pressure alti- initiated, set the cabin altitude controller to 500 feet abo ve the pressure alti-
tude of the landing f ield and adjust the rate control high enough to allo w the tude of the landing f ield and adjust the rate control high enough to allo w the
cabin to descend to the landing setting before the aircraft descends to that cabin to descend to the landing setting before the aircraft descends to that
altitude. F or normal letdo wn the rate knob should be at the twelv e o’clock altitude. F or normal letdo wn the rate knob should be at the twelv e o’clock
position. A higher setting should be selected for rapid descents so that the position. A higher setting should be selected for rapid descents so that the
aircraft altitude does not catch up with the cabin altitude. aircraft altitude does not catch up with the cabin altitude.
NOTES NOTES
selected. selected.
.3 PSI. .3 PSI.
To re-pressurize while in flight, set the air control to PRESSURIZED To re-pressurize while in flight, set the air control to PRESSURIZED
AIR. AIR.
AIRCRAFT WITH SERIAL NUMBERS 31T-8004060 AND UP AIRCRAFT WITH SERIAL NUMBERS 31T-8004060 AND UP
the lo wer left corner of the instrument panel adjacent to the control wheel. the lo wer left corner of the instrument panel adjacent to the control wheel.
(Refer to Section 7, Figure-7-30a.) (Refer to Section 7, Figure-7-30a.)
The emer gency gear e xtender co ver, used to dump cabin pressures is The emer gency gear e xtender co ver, used to dump cabin pressures is
located on the floor between the pilot and copilot seats. located on the floor between the pilot and copilot seats.
follows: follows:
(a) Cabin Altitude Selector (a) Cabin Altitude Selector
(c) Cabin Pressure Altitude/Differential Pressure Gauge (c) Cabin Pressure Altitude/Differential Pressure Gauge
(d) Cabin Rate of Climb Gauge (d) Cabin Rate of Climb Gauge
(e) Test Switch (Manual Override) (e) Test Switch (Manual Override)
(f) Air Control (f) Air Control
(g) Emergency Gear Extender Cover (g) Emergency Gear Extender Cover
flight will be possible. If the air control v alve is f ailed closed, pressurized flight will be possible. If the air control v alve is f ailed closed, pressurized
flight would be possible b ut not recommended, as it may not be possible to flight would be possible b ut not recommended, as it may not be possible to
stop the source of contaminated air should contamination occur. stop the source of contaminated air should contamination occur.
NOTE NOTE
tioning but the air control tests, abo ve, indicate tioning but the air control tests, abo ve, indicate
a broken cable. a broken cable.
tion. Set the cabin altitude to 500 feet abo ve field pressure altitude. Be sure tion. Set the cabin altitude to 500 feet abo ve field pressure altitude. Be sure
that the emergency gear extender cover is in place. W ith the engines turning that the emergency gear extender cover is in place. W ith the engines turning
approximately 70% Ng, actuate the switch labeled “PRESSURIZA TION approximately 70% Ng, actuate the switch labeled “PRESSURIZA TION
TEST” for about 10 seconds. A rate of descent should be observ ed on the TEST” for about 10 seconds. A rate of descent should be observ ed on the
cabin rate of climb gauge, and then the gauge should start back to ward zero. cabin rate of climb gauge, and then the gauge should start back to ward zero.
ISSUED: JANUARY 31, 1980 REPORT: 2124 ISSUED: JANUARY 31, 1980 REPORT: 2124
(The rate of cabin descent should not e xceed - 2000 feet per minute, nor (The rate of cabin descent should not e xceed - 2000 feet per minute, nor
should the cabin pressure altitude go more than 300 feet belo w f ield should the cabin pressure altitude go more than 300 feet belo w f ield
elevation.) If both of the abo ve values are exceeded, immediately reduce the elevation.) If both of the abo ve values are exceeded, immediately reduce the
throttles to idle, and position the air control to OUTSIDE AIR. Do not throttles to idle, and position the air control to OUTSIDE AIR. Do not
attempt pressurized flight until maintenance has been accomplished. attempt pressurized flight until maintenance has been accomplished.
If all tests sho w proper functioning, then before tak eoff set the cabin If all tests sho w proper functioning, then before tak eoff set the cabin
altitude 500 feet above the field pressure altitude. (Cabin pressurization will altitude 500 feet above the field pressure altitude. (Cabin pressurization will
feet pressure altitude the cabin pressure altitude will be 10,000 feet. For flight feet pressure altitude the cabin pressure altitude will be 10,000 feet. For flight
below an airplane altitude of 13,000 feet, the cabin altitude control should be below an airplane altitude of 13,000 feet, the cabin altitude control should be
left at the tak eoff setting. F or flight abo ve 13,000 feet, at which point maxi- left at the tak eoff setting. F or flight abo ve 13,000 feet, at which point maxi-
mum differential will be e xceeded, consult the Cabin Altitude Vs. Airplane mum differential will be e xceeded, consult the Cabin Altitude Vs. Airplane
Altitude graph in Section 5, and set the cabin altitude at 500 feet abo ve the Altitude graph in Section 5, and set the cabin altitude at 500 feet abo ve the
cabin altitude indicated on the graph. cabin altitude indicated on the graph.
higher than the pressure altitude of the landing field. higher than the pressure altitude of the landing field.
NOTES NOTES
selected. selected.
.3 PSI. .3 PSI.
To re-pressurize while in flight, lift the emer gency gear extender cover. To re-pressurize while in flight, lift the emer gency gear extender cover.
Set the air control to PRESSURIZED AIR. Set the air control to PRESSURIZED AIR.
If the aircraft is below 10,000 feet pressure altitude, set the cabin altitude If the aircraft is below 10,000 feet pressure altitude, set the cabin altitude
controller to 500 feet abo ve flight pressure altitude. Set the rate controller to controller to 500 feet abo ve flight pressure altitude. Set the rate controller to
the maximum change position. The Cabin Altitude Selector will rotate until the maximum change position. The Cabin Altitude Selector will rotate until
the selected cabin altitude reaches the indicator mark. Close the gear the selected cabin altitude reaches the indicator mark. Close the gear
extender door. Set the desired cabin altitude on the Cabin Altitude Selector . extender door. Set the desired cabin altitude on the Cabin Altitude Selector .
Set the Rate of Change Control to the desired rate of change. The cabin will Set the Rate of Change Control to the desired rate of change. The cabin will
begin to pressurize. When the Selector Control reaches the indicator mark, begin to pressurize. When the Selector Control reaches the indicator mark,
the cabin will be pressurized at that cabin altitude. the cabin will be pressurized at that cabin altitude.
REPORT: 2124 ISSUED: JANUARY 31, 1980 REPORT: 2124 ISSUED: JANUARY 31, 1980
4-32b 4-32b
If the aircraft is abo ve 10,000 feet pressure altitude, set the po wer If the aircraft is abo ve 10,000 feet pressure altitude, set the po wer
selector to minimum cruise po wer. If the pressure altitude is abo ve 12,000 selector to minimum cruise po wer. If the pressure altitude is abo ve 12,000
feet, oxygen should be used. P artially close the emer gency gear e xtender feet, oxygen should be used. P artially close the emer gency gear e xtender
cover. When the cabin rate of change f alls to less than 500 feet per minute, cover. When the cabin rate of change f alls to less than 500 feet per minute,
move the emergency gear extender cover closer to the closed position. When move the emergency gear extender cover closer to the closed position. When
the cabin altitude has reached the selected cabin altitude or the maximum the cabin altitude has reached the selected cabin altitude or the maximum
pressure dif ferential of 5.5 PSI, the emer gency gear e xtender co ver should pressure dif ferential of 5.5 PSI, the emer gency gear e xtender co ver should
be fully closed and the cabin will be pressurized as stated. be fully closed and the cabin will be pressurized as stated.
4-32c 4-32c
4-32d 4-32d
4.41 ENVIRONMENTAL CONTROL SYSTEM OPERATION 4.41 ENVIRONMENTAL CONTROL SYSTEM OPERATION
Environmental system controls and switches are located in the lo wer Environmental system controls and switches are located in the lo wer
right hand corner of the instrument panel in the Cabin Comfort P anel. (Re- right hand corner of the instrument panel in the Cabin Comfort P anel. (Re-
fer to Section 7, Figure 7-25.) fer to Section 7, Figure 7-25.)
The environmental system controls and switches are as follows: The environmental system controls and switches are as follows:
(a) Master Switch (a) Master Switch
(b) Mode Switch (Manual-Automatic) (b) Mode Switch (Manual-Automatic)
(c) Dehumidifier Switch (c) Dehumidifier Switch
(d) Heater-Air Conditioner Manual Switch (d) Heater-Air Conditioner Manual Switch
(e) Heater Fuel Switch (e) Heater Fuel Switch
(f) Temperature Control (f) Temperature Control
(g) Pilot/Cabin Control Switch* (g) Pilot/Cabin Control Switch*
(h) Heater over temp reset* (h) Heater over temp reset*
NORMAL OPERATION NORMAL OPERATION
Under normal conditions, the en vironmental control system will main- Under normal conditions, the en vironmental control system will main-
tain a preset temperature automatically . F or automatic operation, turn the tain a preset temperature automatically . F or automatic operation, turn the
heater fuel switch ON, the climate control master switch ON, and the mode heater fuel switch ON, the climate control master switch ON, and the mode
switch to A UTO. Set the temperature control to the desired temperature. switch to A UTO. Set the temperature control to the desired temperature.
An aft cabin control* is pro vided so auto control can be set by the pilot or An aft cabin control* is pro vided so auto control can be set by the pilot or
passengers as desired. passengers as desired.
When descending from high altitude/cold temperature/lo w humidity When descending from high altitude/cold temperature/lo w humidity
to lo w altitude/w arm temperature/high humidity , turn the dehumidif ier to lo w altitude/w arm temperature/high humidity , turn the dehumidif ier
switch ON. Do not turn the dehumidif ier switch on until outside ambient switch ON. Do not turn the dehumidif ier switch on until outside ambient
temperature reaches 45°F or higher. temperature reaches 45°F or higher.
*Aircraft Serial Numbers 31T-8104001 and up *Aircraft Serial Numbers 31T-8104001 and up
ISSUED: MAY 15, 1978 REPORT- 2124 ISSUED: MAY 15, 1978 REPORT- 2124
NOTES NOTES
Dehumidifier function will not operate prop- Dehumidifier function will not operate prop-
erly unless the mode switch is set to automatic erly unless the mode switch is set to automatic
and the heater fuel switch is ON. and the heater fuel switch is ON.
For most ef ficient windshield defrosting; turn For most ef ficient windshield defrosting; turn
the heater fuel switch ON, turn the dehumid- the heater fuel switch ON, turn the dehumid-
ifier ON (abo ve 45°F), and turn the wind- ifier ON (abo ve 45°F), and turn the wind-
shield heat switch ON. shield heat switch ON.
During ground operation only , for rapid w arm- During ground operation only , for rapid w arm-
up in cold weather or rapid cooling in w arm up in cold weather or rapid cooling in w arm
weather, position the cabin air control to RE- weather, position the cabin air control to RE-
CIRCULATED AIR. Relocate the cabin air CIRCULATED AIR. Relocate the cabin air
control before flight. control before flight.
MANUAL OPERATION MANUAL OPERATION
For manual control of the en vironmental control system, place the For manual control of the en vironmental control system, place the
mode switch in the MANUAL position with the cabin comfort master switch mode switch in the MANUAL position with the cabin comfort master switch
ON. ON.
For heat, turn the air conditioner/heater manual switch to HEA TER, For heat, turn the air conditioner/heater manual switch to HEA TER,
and turn the heater fuel switch ON or OFF as desired. and turn the heater fuel switch ON or OFF as desired.
For air conditioning, turn the heater fuel switch OFF . Turn the air con- For air conditioning, turn the heater fuel switch OFF . Turn the air con-
ditioner/heater manual switch to AIR CONDITIONER to obtain air conditioner/heater manual switch to AIR CONDITIONER to obtain air con-
ditioning, and to HEATER to turn air conditioning of f. With the heater fuel ditioning, and to HEATER to turn air conditioning of f. With the heater fuel
switch OFF, the HEATER position will function as an OFF position for the switch OFF, the HEATER position will function as an OFF position for the
air conditioner. air conditioner.
NOTES NOTES
In the manual mode, the dehumidif ier function In the manual mode, the dehumidif ier function
is not operative. is not operative.
In the manual mode the cabin temperature In the manual mode the cabin temperature
function is not operative. function is not operative.
Defrosting air is supplied to the windshield by Defrosting air is supplied to the windshield by
manual selection of heat or air conditioning. manual selection of heat or air conditioning.
AIR CONDITIONER GROUND OPERATION AIR CONDITIONER GROUND OPERATION
70° F TO 90° F OAT: 70° F TO 90° F OAT:

(a) Cabin door closed. (a) Cabin door closed.
(b) Air control to PRESSURIZED AIR. (b) Air control to PRESSURIZED AIR.
(c) Cabin comfort master switch ON. (c) Cabin comfort master switch ON.
(d) Air conditioner ON - automatic mode. (d) Air conditioner ON - automatic mode.
(e) Adjust to desired temperature. (e) Adjust to desired temperature.
(f) Right engine 55% power minimum, out of feather. (f) Right engine 55% power minimum, out of feather.
Left engine as desired (52% power). Left engine as desired (52% power).
90° F TO 95° F OAT: 90° F TO 95° F OAT:

(b) Air control to PRESSURIZED AIR. (b) Air control to PRESSURIZED AIR.
(d) Air conditioner ON - manual mode. (d) Air conditioner ON - manual mode.
(e) Right engine 55% power minimum, out of feather. (e) Right engine 55% power minimum, out of feather.
ABOVE 95° F OAT: ABOVE 95° F OAT:

(b) Air control to RECIRCULATED AIR. (b) Air control to RECIRCULATED AIR.
NOTE NOTE
Maximum continuous operation should be Maximum continuous operation should be

limited to 15 minutes follo wed by 5 minutes limited to 15 minutes follo wed by 5 minutes
with the air control in either OUTSIDE AIR or with the air control in either OUTSIDE AIR or
PRESSURIZED AIR. If the hold is longer PRESSURIZED AIR. If the hold is longer
than 20 minutes an additional 15 minutes in than 20 minutes an additional 15 minutes in
RECIRCULATED AIR is authorized. RECIRCULATED AIR is authorized.
(d) Air conditioner ON - manual mode. (d) Air conditioner ON - manual mode.
(e) Right engine 55% power minimum, out of feather. (e) Right engine 55% power minimum, out of feather.
When entering an aircraft that has been closed and in the sun, allo w the When entering an aircraft that has been closed and in the sun, allo w the
cabin to air out before starting the air conditioning system. Establish airflo w cabin to air out before starting the air conditioning system. Establish airflo w
in the cabin without engaging the compressor by pulling Air Conditioner in the cabin without engaging the compressor by pulling Air Conditioner
circuit protector, turning cabin comfort master switch ON, setting controls circuit protector, turning cabin comfort master switch ON, setting controls
for manual air conditioning, and mo ving air control to OUTSIDE AIR. for manual air conditioning, and mo ving air control to OUTSIDE AIR.
(Both engines running out of feather.) After 2 minutes, reset circuit protector (Both engines running out of feather.) After 2 minutes, reset circuit protector
to engage compressor. to engage compressor.
4-34a 4-34a
4-34b 4-34b
IMPROPER COOLING IMPROPER COOLING
If the air conditioner is not cooling properly in either the automatic or If the air conditioner is not cooling properly in either the automatic or
manual mode, maximum cabin comfort may be obtained by placing the manual mode, maximum cabin comfort may be obtained by placing the
cabin air control in the OUTSIDE AIR position at airplane altitudes belo w cabin air control in the OUTSIDE AIR position at airplane altitudes belo w
10,000 feet, or by maintaining the highest practicable altitude and lo west 10,000 feet, or by maintaining the highest practicable altitude and lo west
practicable power settings with the cabin air control in the PRESSURIZED practicable power settings with the cabin air control in the PRESSURIZED
AIR position at altitudes above 10,000 feet. AIR position at altitudes above 10,000 feet.
CAUTION CAUTION
If there is an y indication that the air condi- If there is an y indication that the air condi-
tioner is not cooling properly , the unit should tioner is not cooling properly , the unit should
be turned OFF by placing the mode control in be turned OFF by placing the mode control in
the MANUAL position and placing the air con- the MANUAL position and placing the air con-
ditioner/heater switch in the HEA TER position ditioner/heater switch in the HEA TER position
with the heater fuel switch OFF . The air with the heater fuel switch OFF . The air
conditioner should not be operated until the re- conditioner should not be operated until the re-
frigerant char ge of the system has been frigerant char ge of the system has been
checked. Continued operation of the system checked. Continued operation of the system
with a lo w refrigerant char ge will result in oil with a lo w refrigerant char ge will result in oil
starvation of the compressor and subsequent starvation of the compressor and subsequent
failure of the compressor. failure of the compressor.
4.43 ICE PROTECTION SYSTEM 4.43 ICE PROTECTION SYSTEM
When properly equipped and when equipment is functioning properly , When properly equipped and when equipment is functioning properly ,
operation is appro ved for flight into kno wn or forecast icing conditions. operation is appro ved for flight into kno wn or forecast icing conditions.
Section 2 - Limitations - specifies required equipment. Section 2 - Limitations - specifies required equipment.
(a) Engine Anti-Icing System (a) Engine Anti-Icing System
During Run-up (1800 RPM Np): During Run-up (1800 RPM Np):
(1) Left Engine Ice Protection Switch - ON. (1) Left Engine Ice Protection Switch - ON.
(2) Check “ICE DEFLECTOR DOWN” light. (2) Check “ICE DEFLECTOR DOWN” light.
(3) Observe torque drop. (3) Observe torque drop.
(4) Monitor deicer ammeter for sequenced operation of the (4) Monitor deicer ammeter for sequenced operation of the
electrically heated prop and engine inlet boots: electrically heated prop and engine inlet boots:
a. Ammeter switch set to LEFT. a. Ammeter switch set to LEFT.
b. Ground test b utton - PRESS AND HOLD. (3 b. Ground test b utton - PRESS AND HOLD. (3
min.) min.)
c. Check ammeter for IN-THE-GREEN indication, c. Check ammeter for IN-THE-GREEN indication,
then release button. then release button.
(5) Left Engine Ice Protection Switch - OFF. (5) Left Engine Ice Protection Switch - OFF.
(6) Observe regain of original torque. (6) Observe regain of original torque.
(7) Repeat Steps (1) through (6) above for Right Engine. (7) Repeat Steps (1) through (6) above for Right Engine.
CAUTION CAUTION
Engine Inlet Lip Deicers can be damaged if Engine Inlet Lip Deicers can be damaged if
heated without the cooling ef fect of propeller heated without the cooling ef fect of propeller
slipstream. Do not press the ground test b utton slipstream. Do not press the ground test b utton
at lower than 1800 RPM Np. at lower than 1800 RPM Np.
In Flight (+5°C or belo w in visible moisture or when ice conditions In Flight (+5°C or belo w in visible moisture or when ice conditions
are anticipated): are anticipated):
(1) Engine Ice Protection Switches - Both ON. System may be (1) Engine Ice Protection Switches - Both ON. System may be
operated continuously in flight and will function auto- operated continuously in flight and will function auto-
matically until the switches are turned off. matically until the switches are turned off.
(2) Observe torque drop. (2) Observe torque drop.
(3) Check ammeter occasionally (left then right) for IN-THE- (3) Check ammeter occasionally (left then right) for IN-THE-
GREEN and to check timer operation. GREEN and to check timer operation.
(4) Relieve propeller imbalance due to ice accumulation by (4) Relieve propeller imbalance due to ice accumulation by
increasing RPM briefly. Repeat as required. increasing RPM briefly. Repeat as required.
(b) Pneumatic Wing and Tail Deicing System (b) Pneumatic Wing and Tail Deicing System
Before Takeoff: Before Takeoff:

(1) Set po wer so that pneumatic pressure gauge sho ws IN- (1) Set po wer so that pneumatic pressure gauge sho ws IN-
THE-GREEN. THE-GREEN.
(2) Check surface deice indicator light - PRESS-TO-TEST. (2) Check surface deice indicator light - PRESS-TO-TEST.
(3) Surface Deice Switch - PRESS. (T wo-second manual op- (3) Surface Deice Switch - PRESS. (T wo-second manual op-
eration required for each cycle.) eration required for each cycle.)
(4) Check indicator light and pneumatic pressure gauge. (4) Check indicator light and pneumatic pressure gauge.
(5) Visually check the Deicer Boots for inflation and hold- (5) Visually check the Deicer Boots for inflation and hold-
down. (Must observ e v ertical stabilizer from outside the down. (Must observ e v ertical stabilizer from outside the
airplane.) airplane.)
(6) Ice inspection light (night operation) - ON to check, then (6) Ice inspection light (night operation) - ON to check, then
OFF. OFF.
In Flight: In Flight:
When wing leading edge accumulates to approximately 1/4 When wing leading edge accumulates to approximately 1/4
inch to 3/8 inch of ice, press the surf ace deice switch and hold inch to 3/8 inch of ice, press the surf ace deice switch and hold
for 2 seconds. Allo w boots to c ycle, check blue surf ace deice for 2 seconds. Allo w boots to c ycle, check blue surf ace deice
light - ON. Repeat cycle as necessary. light - ON. Repeat cycle as necessary.
CAUTION CAUTION
Operation of the pneumatic deicing system is Operation of the pneumatic deicing system is
not appro ved in temperatures belo w -40°C. not appro ved in temperatures belo w -40°C.
Such operation may result in damage to the de- Such operation may result in damage to the de-
icer boots. icer boots.
(c) Electric Heated Windshield (c) Electric Heated Windshield
Before Takeoff: Before Takeoff:

(1) Windshield Switch - ON. (1) Windshield Switch - ON.
(2) Check windshield - WARM to the touch. (2) Check windshield - WARM to the touch.
(3) Windshield Switch - OFF. (3) Windshield Switch - OFF.
Windshield Switch - ON in visible moisture belo w +5°C or Windshield Switch - ON in visible moisture belo w +5°C or
when ice conditions are anticipated. when ice conditions are anticipated.
NOTE NOTE
Under rare meteorological conditions and be- Under rare meteorological conditions and be-
low -18°C, if ice accumulation rate should e x- low -18°C, if ice accumulation rate should e x-
ceed the windshield’ s ability to anti-ice and ceed the windshield’ s ability to anti-ice and
visibility becomes limited, a reduction of air- visibility becomes limited, a reduction of air-
speed will reduce the heat input required. speed will reduce the heat input required.
(d) Pitot Heat - ON in visible moisture belo w +5°C or when ice condi- (d) Pitot Heat - ON in visible moisture belo w +5°C or when ice condi-
tions are anticipated. tions are anticipated.
Before Engine Start: Before Engine Start:

(1) Pitot Heat Switch - ON. (1) Pitot Heat Switch - ON.
(2) Check pitot tubes - HOT to the touch. (2) Check pitot tubes - HOT to the touch.
(3) Check stall warning vane - HOT to the touch. (3) Check stall warning vane - HOT to the touch.
ON in visible moisture below +5°C or when ice conditions are ON in visible moisture below +5°C or when ice conditions are
anticipated. anticipated.
4.45 VSSE - INTENTIONAL ONE ENGINE INOPERATIVE SPEED 4.45 VSSE - INTENTIONAL ONE ENGINE INOPERATIVE SPEED
VSSE is a speed selected by the aircraft manuf acturer as a training aid VSSE is a speed selected by the aircraft manuf acturer as a training aid
for pilots in the handling of multi-engine aircraft. It is the minimum speed for pilots in the handling of multi-engine aircraft. It is the minimum speed
for intentionally rendering one engine inoperati ve in flight. This minimum for intentionally rendering one engine inoperati ve in flight. This minimum
speed provides the mar gin the manuf acturer recommends for use when in- speed provides the mar gin the manuf acturer recommends for use when in-
tentionally performing engine inoperati ve maneuvers during training in the tentionally performing engine inoperati ve maneuvers during training in the
particular airplane. particular airplane.
The intentional one engine inoperati ve speed, VSSE, for the P A-31T1 The intentional one engine inoperati ve speed, VSSE, for the P A-31T1
is 105 KIAS. is 105 KIAS.
4.47 VMCA - AIR MINIMUM CONTROL SPEED 4.47 VMCA - AIR MINIMUM CONTROL SPEED
VMCA is the minimum flight speed at which a twin-engine airplane is VMCA is the minimum flight speed at which a twin-engine airplane is
directionally controllable as determined in accordance with Federal A via- directionally controllable as determined in accordance with Federal A via-
tion Re gulations. Airplane certif ication conditions include one engine be- tion Re gulations. Airplane certif ication conditions include one engine be-
coming inoperati ve and windmilling; not more than a 5° bank to ward the coming inoperati ve and windmilling; not more than a 5° bank to ward the
operative engine; landing gear up; flaps in tak eoff position; and most rear- operative engine; landing gear up; flaps in tak eoff position; and most rear-
ward center of gravity. ward center of gravity.
VMCA for the PA-31T1 has been determined to be 85 KIAS. VMCA for the PA-31T1 has been determined to be 85 KIAS.
The V MCA demonstration which may be required for the F AA flight The V MCA demonstration which may be required for the F AA flight
test for the multi-engine rating approaches an uncontrolled flight condition test for the multi-engine rating approaches an uncontrolled flight condition
with po wer reduced on one engine. The demonstration and all intentional with po wer reduced on one engine. The demonstration and all intentional
one engine operations should not be performed at an altitude of less than one engine operations should not be performed at an altitude of less than
7000 feet abo ve the ground. The recommended procedure for V MCA dem- 7000 feet abo ve the ground. The recommended procedure for V MCA dem-
onstration is to reduce the power to idle on the simulated inoperative engine onstration is to reduce the power to idle on the simulated inoperative engine
at or abo ve the intentional one engine inoperati ve speed, V SSE and slo w at or abo ve the intentional one engine inoperati ve speed, V SSE and slo w
down to approximately one knot per second until the F AA Required Dem- down to approximately one knot per second until the F AA Required Dem-
onstration Speed, VMCA, or stall warning is obtained. onstration Speed, VMCA, or stall warning is obtained.
V SSE is a minimum speed selected by the manuf acturer for inten- V SSE is a minimum speed selected by the manuf acturer for inten-
tionally rendering one engine inoperative in flight for pilot training. tionally rendering one engine inoperative in flight for pilot training.
VSSE for the PA-31T1 is 105 KIAS. VSSE for the PA-31T1 is 105 KIAS.
VMCA DEMONSTRATION VMCA DEMONSTRATION
(a) Landing Gear UP (a) Landing Gear UP

(b) Flaps UP (b) Flaps UP
(c) Airspeed at or above 105 KIAS (VSSE) (c) Airspeed at or above 105 KIAS (VSSE)
(d) Propeller Controls HIGH RPM (d) Propeller Controls HIGH RPM
(e) Power Lever (Simulated Inoperative Engine) IDLE (e) Power Lever (Simulated Inoperative Engine) IDLE
(f) Power Lever (Other Engine) MAX ALLOWABLE (f) Power Lever (Other Engine) MAX ALLOWABLE
(g) Airspeed reduce approximately 1 knot per (g) Airspeed reduce approximately 1 knot per
second until either VMCA or STALL second until either VMCA or STALL
WARNING is obtained WARNING is obtained
CAUTIONS CAUTIONS
Use rudder to maintain directional control Use rudder to maintain directional control
(heading) and ailerons to maintain 5° bank (heading) and ailerons to maintain 5° bank
towards the operati ve engine (lateral attitude). towards the operati ve engine (lateral attitude).
At the first sign of either V MCA or stall w arn- At the first sign of either V MCA or stall w arn-
ing (which may be e videnced by: Inability to ing (which may be e videnced by: Inability to
maintain heading or lateral attitude, aero- maintain heading or lateral attitude, aero-
dynamic stall b uffet, or stall w arning horn) dynamic stall b uffet, or stall w arning horn)
immediately initiate reco very; reduce po wer to immediately initiate reco very; reduce po wer to
idle on the operati ve engine, and immediately idle on the operati ve engine, and immediately
lower the nose to regain VSSE lower the nose to regain VSSE
One engine inoperati ve stalls are not recom- One engine inoperati ve stalls are not recom-
mended. mended.
Under no circumstances should an attempt be made to fly at a speed be- Under no circumstances should an attempt be made to fly at a speed be-
low VMCA with only one engine operating. low VMCA with only one engine operating.
4-39 4-39
4.49 WINDSHIELD DEFROSTING 4.49 WINDSHIELD DEFROSTING
The windshield defroster system may not k eep the windshield clear The windshield defroster system may not k eep the windshield clear
without the use of windshield heat. This is particularly so during e xtremely without the use of windshield heat. This is particularly so during e xtremely
high humidity conditions. high humidity conditions.
If such conditions are encountered or e xpected the windshield heat If such conditions are encountered or e xpected the windshield heat
should be used on both the pilots and copilots windshields. Do not delay in should be used on both the pilots and copilots windshields. Do not delay in
applying the heat as the fog quickly turns to frost at higher altitudes and the applying the heat as the fog quickly turns to frost at higher altitudes and the
clearing of the windshield may be delayed. clearing of the windshield may be delayed.
4-40 4-40
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-31T1, CHEYENNE I PERFORMANCE PA-31T1, CHEYENNE I 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 the Cheyenne I is provided in this section. information applicable to the Cheyenne I is provided in this section.
5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING 5.3 INTRODUCTION - PERFORMANCE AND FLIGHT PLANNING
The performance information in this section is based on measured The performance information in this section is based on measured
Flight Test Data corrected to I.C.A.O. standard day conditions and analyti- Flight Test Data corrected to I.C.A.O. standard day conditions and analyti-
cally expanded for the v arious parameters of weight, altitude, temperature, cally expanded for the v arious parameters of weight, altitude, temperature,
etc. All information contained in this section is applicable to aircraft both etc. All information contained in this section is applicable to aircraft both
with and without tip tanks except as noted. with and without tip tanks except as noted.
The performance charts are unf actored and do not mak e any allowance The performance charts are unf actored and do not mak e any allowance
for varying degrees of pilot prof iciency or mechanical deterioration of the for varying degrees of pilot prof iciency or mechanical deterioration of the
airplane. This performance can, ho wever, be duplicated by follo wing the airplane. This performance can, ho wever, be duplicated by follo wing the
stated procedures in a properly maintained airplane. stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts, such as the effect of a Effects of conditions not considered on the charts, such as the effect of a
soft or grass runw ay surf ace on tak eoff and landing performance, or the soft or grass runw ay surf ace on tak eoff and landing performance, or the
effect of winds aloft on cruise and range performance, must be e valuated by effect of winds aloft on cruise and range performance, must be e valuated by
the pilot. the pilot.
REMEMBER! To get chart performance, follo w the chart procedures. REMEMBER! To get chart performance, follo w the chart procedures.
The information pro vided in item 5.5 (Flight Planning Example) The information pro vided in item 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.
PERFORMANCE PA-31T1, CHEYENNE I PERFORMANCE PA-31T1, CHEYENNE I
5-2 5-2
5.5 FLIGHT PLANNING EXAMPLE 5.5 FLIGHT PLANNING EXAMPLE
The follo wing flight Planning Example illustrates the correct The follo wing flight Planning Example illustrates the correct
utilization of pertinent data presented in this section of the manual. utilization of pertinent data presented in this section of the manual.
(a) Associated Conditions (a) Associated Conditions
Certain basic information must be gathered when planning a Certain basic information must be gathered when planning a
flight. This information includes departure and destination airport flight. This information includes departure and destination airport
conditions, en route conditions, and basic aircraft conditions. Such conditions, en route conditions, and basic aircraft conditions. Such
factors as weather , the status of the runw ay, the distance of the factors as weather , the status of the runw ay, the distance of the
flight, the number of passengers, etc., must be determined. Assume, flight, the number of passengers, etc., must be determined. Assume,
for example, the following conditions: for example, the following conditions:
(1) Departure Airport Conditions (1) Departure Airport Conditions
Outside Air temperature 17°C Outside Air temperature 17°C
Pressure Altitude 2000 ft. Pressure Altitude 2000 ft.
Wind and Direction 15 kts at 360° Wind and Direction 15 kts at 360°
Runway Direction 300° Runway Direction 300°
(2) Cruise Conditions (2) Cruise Conditions

Outside Air Temperature -7°C Outside Air Temperature -7°C
Pressure Altitude 16,000 ft. Pressure Altitude 16,000 ft.
En route Distance 700 Naut. mi. En route Distance 700 Naut. mi.
Power Setting Maximum Cruise (2000 RPM) Power Setting Maximum Cruise (2000 RPM)
(3) Destination Airport Conditions (3) Destination Airport Conditions

Outside Air Temperature 20°C Outside Air Temperature 20°C
Pressure Altitude 2000 ft. Pressure Altitude 2000 ft.
Wind and Direction 10 kts at 330° Wind and Direction 10 kts at 330°
Runway Direction 270° Runway Direction 270°
(4) Aircraft Configuration (4) Aircraft Configuration

Basic Weight (Assumed) 5070 lbs. Basic Weight (Assumed) 5070 lbs.
Fuel Tanks 300 gal. Fuel Tanks 300 gal.
Occupants 4 at 170 lbs each Occupants 4 at 170 lbs each
Baggage 120 lbs. Baggage 120 lbs.
(b) Aircraft Loading (b) Aircraft Loading
The airplane weight and center of gra vity may be determined by The airplane weight and center of gra vity may be determined by
utilizing the information given in Section 6 (Weight and Balance) of utilizing the information given in Section 6 (Weight and Balance) of
this handbook. 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 an y alterations to the factory has been entered in Figure 6-7. If an y alterations to the
airplane affecting weight and balance ha ve been made, reference to airplane affecting weight and balance ha ve been made, reference to
the aircraft logbook and W eight and Balance Record (Figure 6-9) the aircraft logbook and W eight and Balance Record (Figure 6-9)
should be made to determine the current basic empty weight of the should be made to determine the current basic empty weight of the
airplane. airplane.
Use the W eight and Balance Loading Chart (Figure 6-15) and Use the W eight and Balance Loading Chart (Figure 6-15) and
the Weight, Moment and C.G. Limit graph (Figure 6-17) to the Weight, Moment and C.G. Limit graph (Figure 6-17) to
determine the total weight of the airplane and the center of gra vity determine the total weight of the airplane and the center of gra vity
position. position.
After proper utilization of the information pro vided, assume After proper utilization of the information pro vided, assume
that the follo wing weights ha ve been determined for consideration that the follo wing weights ha ve been determined for consideration
in the Flight Planning Example: in the Flight Planning Example:
(1) Basic Weight 5070 lbs. (1) Basic Weight 5070 lbs.
(2) Occupants (4 at 170 lbs. each) 680 lbs. (2) Occupants (4 at 170 lbs. each) 680 lbs.
(3) Baggage 120 lbs. (3) Baggage 120 lbs.
(4) Fuel (300 gal. at 6.7 lbs./gal.) 2010 lbs. (4) Fuel (300 gal. at 6.7 lbs./gal.) 2010 lbs.
(5) Ramp Weight (total of above) 7880 lbs. (5) Ramp Weight (total of above) 7880 lbs.
(6) Landing Weight (takeoff weight minus (6) Landing Weight (takeoff weight minus
Item (h), Total Fuel Required) 6359 lbs. Item (h), Total Fuel Required) 6359 lbs.
The landing weight cannot be determined until the weight of the The landing weight cannot be determined until the weight of the
fuel to be used has been established. fuel to be used has been established.
Ramp weight is belo w the appro ved maximum of 8750 lbs. Ramp weight is belo w the appro ved maximum of 8750 lbs.
Determine that weight and balance calculations ha ve sho wn the Determine that weight and balance calculations ha ve sho wn the
C.G. position to be within the approved limits. C.G. position to be within the approved limits.
(c) Takeoff Distance (c) Takeoff Distance
After determining the aircraft loading, all aspects of tak eoff After determining the aircraft loading, all aspects of tak eoff
must be considered. Conditions of the departure airport and tak eoff must be considered. Conditions of the departure airport and tak eoff
weight should be applied to the appropriate T akeoff Distance graph weight should be applied to the appropriate T akeoff Distance graph
to determine the length of runw ay necessary. Takeoff conditions for to determine the length of runw ay necessary. Takeoff conditions for
the Flight Planning Example are listed below: the Flight Planning Example are listed below:
(1) Wind 15 kts at 360° (1) Wind 15 kts at 360°
(2) Angle between Flight Path and Wind 360° -300° = 60° (2) Angle between Flight Path and Wind 360° -300° = 60°
(3) Head Wind Component (from Wind (3) Head Wind Component (from Wind
Component Graph, Figure 5-13) 8 kts Component Graph, Figure 5-13) 8 kts
(4) Outside Air Temperature 17°C (4) Outside Air Temperature 17°C
(5) Pressure Altitude 2000 ft. (5) Pressure Altitude 2000 ft.
Using the T akeoff Distance o ver 50 Feet Graph (Figure 5-l9) Using the T akeoff Distance o ver 50 Feet Graph (Figure 5-l9)
the takeoff distances are as follows: the takeoff distances are as follows:
Total Distance 2450 ft. Total Distance 2450 ft.
Ground Run 1600 ft. Ground Run 1600 ft.
(d) Climb (d) Climb
Entering the e xample conditions of the departure airport and Entering the e xample conditions of the departure airport and
the cruise altitude into the ISA con version graph (Figure 5-11) and the cruise altitude into the ISA con version graph (Figure 5-11) and
the Time, Fuel and Distance to Climb graph (Figure 5-39) yields the the Time, Fuel and Distance to Climb graph (Figure 5-39) yields the
following: following:
(1) Time to Climb 10.0 - 1.0 = 9.0 minutes (1) Time to Climb 10.0 - 1.0 = 9.0 minutes
(2) Fuel to Climb 95 - 10 = 85 lbs. (2) Fuel to Climb 95 - 10 = 85 lbs.
(3) Distance to Climb 22.0 - 2.0 = 20.0 naut. miles (3) Distance to Climb 22.0 - 2.0 = 20.0 naut. miles
NOTE NOTE
The effect of winds aloft must be considered by The effect of winds aloft must be considered by
the pilot when computing climb, cruise, and the pilot when computing climb, cruise, and
descent performance. descent performance.
(e) Descent (e) Descent
Entering the cruise and destination airport conditions into the Entering the cruise and destination airport conditions into the
Time, Fuel and Distance to Descend graph (Figure 5-68) yields the Time, Fuel and Distance to Descend graph (Figure 5-68) yields the
following: following:
(1) Time to Descend 16 - 2 = 14 minutes (1) Time to Descend 16 - 2 = 14 minutes
(2) Fuel to Descend 142 - 23 = 119 lbs. (2) Fuel to Descend 142 - 23 = 119 lbs.
(3) Distance to Descend 71 - 7 = 64 naut. miles (3) Distance to Descend 71 - 7 = 64 naut. miles
(f) Cruise (f) Cruise
Subtracting the pre viously calculated distance to climb and Subtracting the pre viously calculated distance to climb and
distance to descend f igures from the total en route distance yields distance to descend f igures from the total en route distance yields
the total cruise distance. For example: the total cruise distance. For example:
Cruise Distance Cruise Distance
= En route Distance - Climb Distance - Descent Distance = En route Distance - Climb Distance - Descent Distance
= 700 - 20 - 64.0 = 700 - 20 - 64.0
= 616 naut. miles = 616 naut. miles
From the Pressure Altitude vs. O AT Chart (Figure 5-11) and From the Pressure Altitude vs. O AT Chart (Figure 5-11) and
the Power Setting T able (Figure 5-52) for Maximum Cruise (2000 the Power Setting T able (Figure 5-52) for Maximum Cruise (2000
RPM ISA + 10°C) the cruise airspeeds are 235 kts. at 8000 lbs. and RPM ISA + 10°C) the cruise airspeeds are 235 kts. at 8000 lbs. and
240 kts. at 7000 lbs. Extrapolating these v alues for 6900 lbs. 240 kts. at 7000 lbs. Extrapolating these v alues for 6900 lbs.
(estimated average cruise weight), the cruise speed is 241 kts. (estimated average cruise weight), the cruise speed is 241 kts.
From the same table, Fuel Flow is 488 lbs./hour (total) From the same table, Fuel Flow is 488 lbs./hour (total)
Cruise time and fuel may be calculated by the follo wing Cruise time and fuel may be calculated by the follo wing
formula: formula:
Cruise Time Cruise Time
= Cruise Distance/Cruise Speed = Cruise Distance/Cruise Speed
= 616/241 = 616/241
= 2.556 hours or 153.4 minutes = 2.556 hours or 153.4 minutes
Cruise Fuel Cruise Fuel

= Fuel Flow x Cruise Time = Fuel Flow x Cruise Time
= 488 x 2.556 = 488 x 2.556
= 1247 lbs. = 1247 lbs.
The abo ve data can be used to v erify the estimated a verage The abo ve data can be used to v erify the estimated a verage
cruise weight in the following manner: cruise weight in the following manner:
Average Cruise Weight Average Cruise Weight
= Takeoff Weight - (Ramp Fuel + Climb fuel) - Cruise fuel = Takeoff Weight - (Ramp Fuel + Climb fuel) - Cruise fuel
2 2
= 7880 - (59 + 85) - 1247 = 7880 - (59 + 85) - 1247
2 2
= 7112 lbs. = 7112 lbs.
From the Power Setting Table ( Figure 5-52), the cruise speed is From the Power Setting Table ( Figure 5-52), the cruise speed is
now 239 kts. for 7112 lbs. Applying the abo ve cruise time and cruise now 239 kts. for 7112 lbs. Applying the abo ve cruise time and cruise
fuel formula results in the following figures: fuel formula results in the following figures:
Cruise Time Cruise Time
= 2.577 hours or 154.6 minutes = 2.577 hours or 154.6 minutes
Cruise Fuel Cruise Fuel

= 488 x 2.577 = 488 x 2.577
= 1258 lbs. = 1258 lbs.
(g) Total Flight Time (g) 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,
cruise time, and time to descend. The follo wing flight time is cruise time, and time to descend. The follo wing flight time is
required for this Flight Planning Example: required for this Flight Planning Example:
Total Flight Time Total Flight Time
= Time to Climb + Cruise Time + Time to Descend = Time to Climb + Cruise Time + Time to Descend
= 9.0 + 154.6 + 14.0 = 9.0 + 154.6 + 14.0
= 177.6 minutes = 177.6 minutes
(h) Total Fuel Required (h) Total Fuel Required
Determine the total fuel required by adding fuel for taxi and Determine the total fuel required by adding fuel for taxi and
takeoff, fuel to climb, cruise fuel, and fuel to descend. When the takeoff, fuel to climb, cruise fuel, and fuel to descend. When the
total fuel (in lbs.) is determined, dividing this value by 6.7 will give total fuel (in lbs.) is determined, dividing this value by 6.7 will give
the total fuel in gallons to be used for the flight. T otal fuel calcu- the total fuel in gallons to be used for the flight. T otal fuel calcu-
lations for the Flight Planning Example are shown below: lations for the Flight Planning Example are shown below:
Total Fuel Required Total Fuel Required
= Fuel for taxi and takeoff + Fuel to Climb + Cruise Fuel + = Fuel for taxi and takeoff + Fuel to Climb + Cruise Fuel +
Fuel to Descend Fuel to Descend
= 59 + 85 + 1258 + 119 = 59 + 85 + 1258 + 119
= 1521 lbs. (227.0 gallons) = 1521 lbs. (227.0 gallons)
(i) Landing Distance (i) Landing Distance
Subtracting the total fuel required from the tak eoff weight of Subtracting the total fuel required from the tak eoff weight of
the airplane gives the landing weight: the airplane gives the landing weight:
Landing Weight Landing Weight
= Takeoff Weight - Total Fuel Required = Takeoff Weight - Total Fuel Required
= 7880 - 1521 = 7880 - 1521
= 6359 lbs. = 6359 lbs.
Destination airport conditions applied to the W ind Component Destination airport conditions applied to the W ind Component
graph (Figure 5-13) gi ves the follo wing head wind component for graph (Figure 5-13) gi ves the follo wing head wind component for
the Flight Planning Example: the Flight Planning Example:
The angle between the flight path and wind is 330° - 270° or 60°. The angle between the flight path and wind is 330° - 270° or 60°.
Therefore, the Head Wind Component is 5 kts. Therefore, the Head Wind Component is 5 kts.
From the Landing Distance o ver 50 Feet (with Re versing) From the Landing Distance o ver 50 Feet (with Re versing)
graph (Figure 5-75), with the destination airport conditions, the graph (Figure 5-75), with the destination airport conditions, the
distances required for landing for the Flight Plan Example are as distances required for landing for the Flight Plan Example are as
follows: follows:
Total Distance 1450 ft. Total Distance 1450 ft.
Ground Roll 700 ft. Ground Roll 700 ft.
5.7 PERFORMANCE GRAPHS 5.7 PERFORMANCE GRAPHS
LIST OF FIGURES LIST OF FIGURES
Figure Page Figure Page

No. No. No. No.
5-1 Airspeed Calibration - Standard Static Source ........................... 5-13 5-1 Airspeed Calibration - Standard Static Source ........................... 5-13
5-3 Airspeed Calibration - Alternate Static Source .......................... 5-14 5-3 Airspeed Calibration - Alternate Static Source .......................... 5-14
5-5 Altimeter Calibration - Standard Static Source .......................... 5-15 5-5 Altimeter Calibration - Standard Static Source .......................... 5-15
5-7 Altimeter Calibration - Alternate Static Source.......................... 5-16 5-7 Altimeter Calibration - Alternate Static Source.......................... 5-16
5-9 Cabin Altitude Vs. Airplane Altitude ......................................... 5-17 5-9 Cabin Altitude Vs. Airplane Altitude ......................................... 5-17
5-11 ISA Conversion........................................................................... 5-18 5-11 ISA Conversion........................................................................... 5-18
5-13 Wind Components ...................................................................... 5-19 5-13 Wind Components ...................................................................... 5-19
5-15 Torque Vs. Shaft Horsepower..................................................... 5-20 5-15 Torque Vs. Shaft Horsepower..................................................... 5-20
5-17 Takeoff Power (torque) ............................................................... 5-21 5-17 Takeoff Power (torque) ............................................................... 5-21
5-18 Accelerate/Stop Distance (0° Flaps)........................................... 5-22 5-18 Accelerate/Stop Distance (0° Flaps)........................................... 5-22
5-18a Accelerate/Stop Distance (15° Flaps)......................................... 5-22a 5-18a Accelerate/Stop Distance (15° Flaps)......................................... 5-22a
5-19 Takeoff Distance Over 50 Feet (Short Field Procedure) 5-19 Takeoff Distance Over 50 Feet (Short Field Procedure)
(0° Flaps)................................................................................ 5-22b (0° Flaps)................................................................................ 5-22b
5-20 Takeoff Distance Over 50 Feet (Short Field Procedure) 5-20 Takeoff Distance Over 50 Feet (Short Field Procedure)
(15° Flaps).............................................................................. 5-22c (15° Flaps).............................................................................. 5-22c
5-21 Maximum Takeoff Weight (Without Tip Tanks)......................... 5-22d 5-21 Maximum Takeoff Weight (Without Tip Tanks)......................... 5-22d
5-21a Maximum Takeoff Weight (With Tip Tanks).............................. 5-22e 5-21a Maximum Takeoff Weight (With Tip Tanks).............................. 5-22e
5-21b Takeoff Distance Over 50 Feet (FAA Procedure) 5-21b Takeoff Distance Over 50 Feet (FAA Procedure)
(0° Flaps)................................................................................ 5-22f (0° Flaps)................................................................................ 5-22f
5-22 Takeoff Distance Over 50 Feet (FAA Procedure) 5-22 Takeoff Distance Over 50 Feet (FAA Procedure)
(15° Flaps).............................................................................. 5-23 (15° Flaps).............................................................................. 5-23
5-23 Stall Speed .................................................................................. 5-24 5-23 Stall Speed .................................................................................. 5-24
5-25 Maximum Climb Power (Torque)............................................... 5-25 5-25 Maximum Climb Power (Torque)............................................... 5-25
5-27 Maximum Climb Power (Fuel Flow).......................................... 5-26 5-27 Maximum Climb Power (Fuel Flow).......................................... 5-26
5-29 Maximum Continuous Power (Torque) ...................................... 5-27 5-29 Maximum Continuous Power (Torque) ...................................... 5-27
5-31 Maximum Continuous Power (Fuel Flow) ................................. 5-28 5-31 Maximum Continuous Power (Fuel Flow) ................................. 5-28
5-33 Single-Engine Climb (Oil Cooler Door Closed 5-33 Single-Engine Climb (Oil Cooler Door Closed
on Operative Engine) (Without Tip Tanks)............................ 5-29 on Operative Engine) (Without Tip Tanks)............................ 5-29
5-34 Single-Engine Climb (Oil Cooler Door Closed 5-34 Single-Engine Climb (Oil Cooler Door Closed
on Operative Engine) (With Tip Tanks)................................. 5-29a on Operative Engine) (With Tip Tanks)................................. 5-29a
5-35 Single-Engine Climb (Oil Cooler Door Open on 5-35 Single-Engine Climb (Oil Cooler Door Open on
Operative Engine) (Without Tip Tanks)................................. 5-29b Operative Engine) (Without Tip Tanks)................................. 5-29b
5-36 Single-Engine Climb (Oil Cooler Door Open 5-36 Single-Engine Climb (Oil Cooler Door Open
on Operative Engine) (With Tip Tanks)................................. 5-30 on Operative Engine) (With Tip Tanks)................................. 5-30
Figure Page Figure Page

No. No. No. No.
5-37 Twin Engine Climb (0° Flaps) .................................................... 5-30a 5-37 Twin Engine Climb (0° Flaps) .................................................... 5-30a
5-38 Twin Engine Climb (15° Flaps) .................................................. 5-30b 5-38 Twin Engine Climb (15° Flaps) .................................................. 5-30b
5-39 Time, Fuel and Distance to Climb .............................................. 5-31 5-39 Time, Fuel and Distance to Climb .............................................. 5-31
5-40 Maximum Cruise Power - 1900 RPM - ISA - 30°C ................... 5-32a 5-40 Maximum Cruise Power - 1900 RPM - ISA - 30°C ................... 5-32a
5-41 Maximum Cruise Power - 1900 RPM - ISA - 20°C ................... 5-32b 5-41 Maximum Cruise Power - 1900 RPM - ISA - 20°C ................... 5-32b
5-42 Maximum Cruise Power - 1900 RPM - ISA - 10°C ................... 5-32c 5-42 Maximum Cruise Power - 1900 RPM - ISA - 10°C ................... 5-32c
5-43 Maximum Cruise Power - 1900 RPM - ISA............................... 5-32d 5-43 Maximum Cruise Power - 1900 RPM - ISA............................... 5-32d
5-44 Maximum Cruise Power - 1900 RPM - ISA + 10°C .................. 5-32e 5-44 Maximum Cruise Power - 1900 RPM - ISA + 10°C .................. 5-32e
5-45 Maximum Cruise Power - 1900 RPM - ISA + 20°C .................. 5-32f 5-45 Maximum Cruise Power - 1900 RPM - ISA + 20°C .................. 5-32f
5-46 Maximum Cruise Power - 1900 RPM - ISA + 30°C .................. 5-32g 5-46 Maximum Cruise Power - 1900 RPM - ISA + 30°C .................. 5-32g
5-47 Maximum Cruise Power - 1900 RPM - ISA + 37°C .................. 5-32h 5-47 Maximum Cruise Power - 1900 RPM - ISA + 37°C .................. 5-32h
5-48 Maximum Cruise Power - 2000 RPM - ISA - 30°C ................... 5-33 5-48 Maximum Cruise Power - 2000 RPM - ISA - 30°C ................... 5-33
5-51 Maximum Cruise Power - 2000 RPM - ISA............................... 5-36 5-51 Maximum Cruise Power - 2000 RPM - ISA............................... 5-36
5-52 Maximum Cruise Power - 2000 RPM - ISA + 10°C .................. 5-37 5-52 Maximum Cruise Power - 2000 RPM - ISA + 10°C .................. 5-37
5-55a Long Range Power - 1900 RPM - ISA - 30°C ........................... 5-40a 5-55a Long Range Power - 1900 RPM - ISA - 30°C ........................... 5-40a
5-55b Long Range Power - 1900 RPM - ISA - 20°C ........................... 5-40b 5-55b Long Range Power - 1900 RPM - ISA - 20°C ........................... 5-40b
5-55c Long Range Power - 1900 RPM - ISA - 10°C ........................... 5-40c 5-55c Long Range Power - 1900 RPM - ISA - 10°C ........................... 5-40c
5-55d Long Range Power - 1900 RPM - ISA ....................................... 5-40d 5-55d Long Range Power - 1900 RPM - ISA ....................................... 5-40d
5-55e Long Range Power - 1900 RPM - ISA + 10°C .......................... 5-40e 5-55e Long Range Power - 1900 RPM - ISA + 10°C .......................... 5-40e
5-55f Long Range Power - 1900 RPM - ISA + 20°C .......................... 5-40f 5-55f Long Range Power - 1900 RPM - ISA + 20°C .......................... 5-40f
5-55g Long Range Power - 1900 RPM - ISA + 30°C .......................... 5-40g 5-55g Long Range Power - 1900 RPM - ISA + 30°C .......................... 5-40g
5-55h Long Range Power - 1900 RPM - ISA + 37°C .......................... 5-40h 5-55h Long Range Power - 1900 RPM - ISA + 37°C .......................... 5-40h
5-57 Speed Vs. Altitude ...................................................................... 5-41 5-57 Speed Vs. Altitude ...................................................................... 5-41
5-59 Maximum Operating Speed........................................................ 5-42 5-59 Maximum Operating Speed........................................................ 5-42
5-59a Maximum Operating Speed........................................................ 5-42a 5-59a Maximum Operating Speed........................................................ 5-42a
5-61 Single-Engine Service Ceiling (Without Tip Tanks) .................. 5-43 5-61 Single-Engine Service Ceiling (Without Tip Tanks) .................. 5-43
5-62 Single-Engine Service Ceiling (With Tip Tanks) ....................... 5-43a 5-62 Single-Engine Service Ceiling (With Tip Tanks) ....................... 5-43a
5-63 Endurance Profile (Without Tip Tanks) ...................................... 5-43b 5-63 Endurance Profile (Without Tip Tanks) ...................................... 5-43b
5-64 Endurance Profile (With Tip Tanks) ........................................... 5-44 5-64 Endurance Profile (With Tip Tanks) ........................................... 5-44
5-65 Range Profile (Without Tip Tanks)............................................. 5-44a 5-65 Range Profile (Without Tip Tanks)............................................. 5-44a
5-66 Range Profile (With Tip Tanks) .................................................. 5-45 5-66 Range Profile (With Tip Tanks) .................................................. 5-45
5-67 Holding Time.............................................................................. 5-46 5-67 Holding Time.............................................................................. 5-46

5-68 Time, Fuel and Distance to Descend (1000 FPM)...................... 5-47 5-68 Time, Fuel and Distance to Descend (1000 FPM)...................... 5-47
5-69 Time, Fuel and Distance to Descend (1500 FPM)...................... 5-48 5-69 Time, Fuel and Distance to Descend (1500 FPM)...................... 5-48
5-70 Time, Fuel and Distance to Descend (2000 FPM)...................... 5-48a 5-70 Time, Fuel and Distance to Descend (2000 FPM)...................... 5-48a
5-71 Balked Landing Climb Performance .......................................... 5-48b 5-71 Balked Landing Climb Performance .......................................... 5-48b
5-73 Landing Distance Over 50 Feet (Without Propeller 5-73 Landing Distance Over 50 Feet (Without Propeller
Reversing) .............................................................................. 5-49 Reversing) .............................................................................. 5-49
5-75 Landing Distance Over 50 Feet (With Full Propeller 5-75 Landing Distance Over 50 Feet (With Full Propeller
Reversing ............................................................................... 5-50 Reversing ............................................................................... 5-50
5-77 Short Field Landing Distance Over 50 Feet ............................... 5-51 5-77 Short Field Landing Distance Over 50 Feet ............................... 5-51
5-12 5-12
AIRSPEED CALIBRATION - STANDARD STATIC SOURCE AIRSPEED CALIBRATION - STANDARD STATIC SOURCE
AIRSPEED CALIBRATION - ALTERNATE STATIC SOURCE AIRSPEED CALIBRATION - ALTERNATE STATIC SOURCE
ALTIMETER CALIBRATION - STANDARD STATIC SOURCE ALTIMETER CALIBRATION - STANDARD STATIC SOURCE
5-15 5-15
ALTIMETER CALIBRATION - ALTERNATE STATIC SOURCE ALTIMETER CALIBRATION - ALTERNATE STATIC SOURCE
5-16 5-16
CABIN ALTITUDE VS. AIRPLANE ALTITUDE CABIN ALTITUDE VS. AIRPLANE ALTITUDE
ISA CONVERSION ISA CONVERSION

5-18 5-18
WIND COMPONENTS WIND COMPONENTS

5-19 5-19
TORQUE VS. SHAFT HORSEPOWER TORQUE VS. SHAFT HORSEPOWER

5-20 5-20
TAKEOFF POWER (TORQUE) TAKEOFF POWER (TORQUE)

5-21 5-21
ACCELERATE/STOP DISTANCE (0° FLAPS) ACCELERATE/STOP DISTANCE (0° FLAPS)

ACCELERATE/STOP DISTANCE (15° FLAPS) ACCELERATE/STOP DISTANCE (15° FLAPS)

ISSUED: FEBRUARY 1, 1979 REPORT: 2124 ISSUED: FEBRUARY 1, 1979 REPORT: 2124
REVISED: AUGUST 28, 1980 5-22a REVISED: AUGUST 28, 1980 5-22a
TAKEOFF DISTANCE OVER 50 FEET TAKEOFF DISTANCE OVER 50 FEET

(SHORT FIELD PROCEDURE) (0° FLAPS) (SHORT FIELD PROCEDURE) (0° FLAPS)
5-22b REVISED: AUGUST 28, 1979 5-22b REVISED: AUGUST 28, 1979

(SHORT FIELD PROCEDURE) (15° FLAPS) (SHORT FIELD PROCEDURE) (15° FLAPS)
5-22c 5-22c
MAXIMUM TAKEOFF WEIGHT MAXIMUM TAKEOFF WEIGHT

(WITHOUT TIP TANKS) (WITHOUT TIP TANKS)
5-22d REVISED: FEBRUARY 13, 1981 5-22d REVISED: FEBRUARY 13, 1981
MAXIMUM TAKEOFF WEIGHT MAXIMUM TAKEOFF WEIGHT

(WITH TIP TANKS) (WITH TIP TANKS)
5-22e 5-22e

(FAA PROCEDURE) (0° FLAPS) (FAA PROCEDURE) (0° FLAPS)
Figure 5-21b Figure 5-21b
5-22f 5-22f

(FAA PROCEDURE) (15° FLAPS) (FAA PROCEDURE) (15° FLAPS)
5-23 5-23
STALL SPEED STALL SPEED

5-24 5-24
MAXIMUM CLIMB POWER (TORQUE) MAXIMUM CLIMB POWER (TORQUE)

5-25 5-25
MAXIMUM CLIMB POWER (FUEL FLOW) MAXIMUM CLIMB POWER (FUEL FLOW)
5-26 5-26
MAXIMUM CONTINUOUS POWER (TORQUE) MAXIMUM CONTINUOUS POWER (TORQUE)

5-27 5-27
MAXIMUM CONTINUOUS POWER (FUEL FLOW) MAXIMUM CONTINUOUS POWER (FUEL FLOW)
5-28 5-28
SINGLE-ENGINE CLIMB SINGLE-ENGINE CLIMB

(OIL COOLER DOOR CLOSED ON OPERATIVE ENGINE) (OIL COOLER DOOR CLOSED ON OPERATIVE ENGINE)

(OIL COOLER DOOR CLOSED ON OPERATIVE ENGINE) (OIL COOLER DOOR CLOSED ON OPERATIVE ENGINE)
5-29a REVISED: FEBRUARY 1, 1979 5-29a REVISED: FEBRUARY 1, 1979

(OIL COOLER DOOR OPEN ON OPERATIVE ENGINE) (OIL COOLER DOOR OPEN ON OPERATIVE ENGINE)

(OIL COOLER DOOR OPEN ON OPERATIVE ENGINE) (OIL COOLER DOOR OPEN ON OPERATIVE ENGINE)
TWIN ENGINE CLIMB (0° FLAPS) TWIN ENGINE CLIMB (0° FLAPS)
5-30a 5-30a
TWIN ENGINE CLIMB (15° FLAPS) TWIN ENGINE CLIMB (15° FLAPS)
5-30b 5-30b
TIME, FUEL AND DISTANCE TO CLIMB TIME, FUEL AND DISTANCE TO CLIMB
MAXIMUM CRUISE POWER • 1900 RPM • ISA - 30°C
Pressure Torque Fuel Flow Total Airspeed - KTS
Altitude IOAT Per Engine Per Engine Fuel Flow 8700 Lb. 8000 Lb. 7000 Lb.
Ft. °F °C Lb. Ft. Lb./Hr. Lb. / Hr. CAS TAS CAS TAS CAS TAS
Sea Level 11 -12 1194 304 608 212 201 215 204 218 207
2000 4 -16 1194 300 600 209 204 212 207 215 211
4000 -3 -20 1194 296 592 207 209 209 211 212 214
PA-31T1, CHEYENNE I
6000 -10 -24 1194 292 584 205 212 207 214 210 217
8000 -17 -27 1194 287 574 203 216 205 218 208 221
ISSUED: SEPTEMBER 30, 1981

10,000 -24 -31 1194 282 564 200 220 203 223 206 226
12,000 -31 -35 1194 276 552 198 224 200 226 203 230
Figure 5-40
14,000 -38 -39 1194 268 536 196 229 198 231 201 235
16,000 -45 -43 1194 260 520 194 234 196 236 199 240
18,000 -52 -47 1194 252 504 191 238 193 241 196 245
20,000 -59 -51 1095 244 488 184 236 187 240 190 244
22,000 -66 -55 985 230 460 174 231 177 235 181 240
24,000 -73 -59 895 215 430 163 224 166 229 171 235
MAXIMUM CRUISE POWER - 1900 RPM - ISA - 30°C

26,000 -81 -64 790 199 398 149 212 153 218 159 226
29,000 -92 -69 665 165 330 128 192 135 202 144 216
PERFORMANCE
SECTION 5
5-32a
REPORT: 2124
Sea Level 11 -12 1194 304 608 212 201 215 204 218 207
2000 4 -16 1194 300 600 209 204 212 207 215 211
4000 -3 -20 1194 296 592 207 209 209 211 212 214
PA-31T1, CHEYENNE I
6000 -10 -24 1194 292 584 205 212 207 214 210 217
8000 -17 -27 1194 287 574 203 216 205 218 208 221
10,000 -24 -31 1194 282 564 200 220 203 223 206 226
12,000 -31 -35 1194 276 552 198 224 200 226 203 230
Figure 5-40
14,000 -38 -39 1194 268 536 196 229 198 231 201 235
16,000 -45 -43 1194 260 520 194 234 196 236 199 240
18,000 -52 -47 1194 252 504 191 238 193 241 196 245
20,000 -59 -51 1095 244 488 184 236 187 240 190 244
22,000 -66 -55 985 230 460 174 231 177 235 181 240
24,000 -73 -59 895 215 430 163 224 166 229 171 235
26,000 -81 -64 790 199 398 149 212 153 218 159 226
29,000 -92 -69 665 165 330 128 192 135 202 144 216
5-32a
PERFORMANCE
SECTION 5
REPORT: 2124
5-32b
SECTION 5
Sea Level 29 -2 1194 307 614 211 204 214 201 217 210
REPORT 2124
PERFORMANCE
2000 22 -6 1194 301 602 209 208 212 211 215 214
4000 15 -10 1194 296 592 207 212 210 215 213 219
6000 8 -l4 1194 291 582 205 216 208 219 211 222
8000 1 -l7 1194 285 570 202 220 205 223 209 227
10,000 -6 -21 1194 278 556 200 224 203 228 206 231
12,000 -l3 -25 1194 270 540 198 229 200 231 203 235
Figure 5-41
14,000 -20 -29 1194 263 526 196 234 198 236 201 239
16,000 -27 -33 1194 255 510 194 238 196 241 199 245
18,000 -34 -37 1194 249 498 191 243 194 246 197 250
20,000 -41 -4l 1100 242 484 181 238 184 242 188 247
22,000 -48 -45 1005 229 458 171 232 174 236 179 243
24,000 -55 -49 910 215 430 161 226 166 233 171 240

26,000 -63 -54 815 195 390 149 217 154 224 161 234
29,000 -74 -59 695 163 326 129 198 136 209 145 222
PA-31T1, CHEYENNE I

5-32b
SECTION 5
Sea Level 29 -2 1194 307 614 211 204 214 201 217 210
REPORT 2124
PERFORMANCE
2000 22 -6 1194 301 602 209 208 212 211 215 214
4000 15 -10 1194 296 592 207 212 210 215 213 219
6000 8 -l4 1194 291 582 205 216 208 219 211 222
8000 1 -l7 1194 285 570 202 220 205 223 209 227
10,000 -6 -21 1194 278 556 200 224 203 228 206 231
12,000 -l3 -25 1194 270 540 198 229 200 231 203 235
Figure 5-41
14,000 -20 -29 1194 263 526 196 234 198 236 201 239
16,000 -27 -33 1194 255 510 194 238 196 241 199 245
18,000 -34 -37 1194 249 498 191 243 194 246 197 250
20,000 -41 -4l 1100 242 484 181 238 184 242 188 247
22,000 -48 -45 1005 229 458 171 232 174 236 179 243
24,000 -55 -49 910 215 430 161 226 166 233 171 240
26,000 -63 -54 815 195 390 149 217 154 224 161 234
29,000 -74 -59 695 163 326 129 198 136 209 145 222
PA-31T1, CHEYENNE I

Sea Level 47 8 1194 312 624 210 206 212 208 215 211
2000 40 4 1194 307 614 208 210 210 213 213 216
4000 33 0 1194 302 604 206 215 208 217 211 220
PA-31T1, CHEYENNE I
6000 26 -4 1194 296 592 204 219 206 221 209 224
8000 19 -7 1194 288 576 202 224 204 226 207 239

10,000 12 -11 1194 280 560 199 228 202 231 205 234
12,000 5 -15 1194 273 546 197 232 200 236 203 239
Figure 5-42
14,000 -2 -19 1194 266 532 195 237 198 240 201 244
16,000 -9 -23 1194 260 520 193 242 196 246 199 250
18,000 -16 -27 1140 253 506 185 240 189 245 193 250
20,000 -23 -31 1060 242 484 176 236 180 241 185 248
22,000 -30 -35 990 229 458 168 233 172 238 178 246
24,000 -37 -39 925 214 428 160 231 164 236 170 244

26,000 -45 -44 840 198 396 151 225 155 231 161 240
29,000 -56 -49 720 167 334 129 203 137 216 146 229
PERFORMANCE
SECTION 5
5-32c
REPORT: 2124
Sea Level 47 8 1194 312 624 210 206 212 208 215 211
2000 40 4 1194 307 614 208 210 210 213 213 216
4000 33 0 1194 302 604 206 215 208 217 211 220
PA-31T1, CHEYENNE I
6000 26 -4 1194 296 592 204 219 206 221 209 224
8000 19 -7 1194 288 576 202 224 204 226 207 239
10,000 12 -11 1194 280 560 199 228 202 231 205 234
12,000 5 -15 1194 273 546 197 232 200 236 203 239
Figure 5-42
14,000 -2 -19 1194 266 532 195 237 198 240 201 244
16,000 -9 -23 1194 260 520 193 242 196 246 199 250
18,000 -16 -27 1140 253 506 185 240 189 245 193 250
20,000 -23 -31 1060 242 484 176 236 180 241 185 248
22,000 -30 -35 990 229 458 168 233 172 238 178 246
24,000 -37 -39 925 214 428 160 231 164 236 170 244
26,000 -45 -44 840 198 396 151 225 155 231 161 240
29,000 -56 -49 720 167 334 129 203 137 216 146 229
PERFORMANCE
SECTION 5
5-32c
REPORT: 2124
MAXIMUM CRUISE POWER • 1900 RPM • ISA
5-32d
SECTION 5
Sea Level 65 18 1194 316 632 207 207 210 210 213 213
REPORT: 2124
PERFORMANCE
2000 58 14 1194 308 616 206 212 209 215 212 218
4000 51 10 1194 300 600 204 217 208 221 212 225
6000 44 6 1194 292 584 202 222 206 226 211 231
8000 37 3 1194 288 576 200 227 204 231 209 236
10,000 30 -1 1194 283 566 198 232 202 236 207 241
12,000 23 -5 1194 276 552 196 236 200 240 205 245
Figure 5-43
14,000 16 -9 1185 272 544 193 240 196 243 199 249
16,000 9 -13 1120 259 518 186 238 189 241 193 246
18,000 2 -l7 1065 246 492 179 236 182 240 186 245
20,000 -5 -21 1005 232 464 171 234 174 238 178 244
22,000 -12 -25 945 218 436 163 231 166 236 170 241
MAXIMUM CRUISE POWER - 1900 RPM - ISA

24,000 -19 -29 880 206 412 154 226 158 232 162 238
26,000 -27 -34 815 192 384 144 219 149 226 153 233
29,000 -38 -39 705 170 340 128 204 135 215 142 227
PA-31T1, CHEYENNE I

5-32d
SECTION 5
Sea Level 65 18 1194 316 632 207 207 210 210 213 213
REPORT: 2124
PERFORMANCE
2000 58 14 1194 308 616 206 212 209 215 212 218
4000 51 10 1194 300 600 204 217 208 221 212 225
6000 44 6 1194 292 584 202 222 206 226 211 231
8000 37 3 1194 288 576 200 227 204 231 209 236
10,000 30 -1 1194 283 566 198 232 202 236 207 241
12,000 23 -5 1194 276 552 196 236 200 240 205 245
Figure 5-43
14,000 16 -9 1185 272 544 193 240 196 243 199 249
16,000 9 -13 1120 259 518 186 238 189 241 193 246
18,000 2 -l7 1065 246 492 179 236 182 240 186 245
20,000 -5 -21 1005 232 464 171 234 174 238 178 244
22,000 -12 -25 945 218 436 163 231 166 236 170 241
24,000 -19 -29 880 206 412 154 226 158 232 162 238
26,000 -27 -34 815 192 384 144 219 149 226 153 233
29,000 -38 -39 705 170 340 128 204 135 215 142 227
PA-31T1, CHEYENNE I

MAXIMUM CRUISE POWER • 1900 RPM • ISA + 10°C
Sea Level 83 28 1194 321 642 206 210 209 213 212 216
2000 76 24 1194 312 624 204 214 207 217 210 220
4000 69 20 1194 303 606 202 218 205 221 208 225
PA-31T1, CHEYENNE I
6000 62 16 1194 296 592 200 223 203 226 206 231
8000 55 13 1194 288 576 197 227 200 230 204 235

10,000 48 9 1194 280 560 194 230 197 233 201 238
12,000 41 5 1145 271 542 188 230 191 234 196 239
Figure 5-44
14,000 34 1 1090 258 516 181 229 184 233 188 238
16,000 27 -3 1040 244 488 173 226 176 230 180 236
18,000 20 -7 980 230 460 166 224 169 228 173 234
20,000 13 -11 925 216 432 159 222 161 226 165 231
22,000 6 -15 870 202 404 152 220 155 224 158 229
24,000 -1 -19 815 190 380 145 218 148 222 151 227
MAXIMUM CRUISE POWER - 1900 RPM - ISA + 10°C

26,000 -9 -24 770 180 360 137 213 139 217 143 223
29,000 -20 -29 695 163 326 121 199 125 206 132 216
PERFORMANCE
SECTION 5
5-32e
REPORT: 2124
Sea Level 83 28 1194 321 642 206 210 209 213 212 216
2000 76 24 1194 312 624 204 214 207 217 210 220
4000 69 20 1194 303 606 202 218 205 221 208 225
PA-31T1, CHEYENNE I
6000 62 16 1194 296 592 200 223 203 226 206 231
8000 55 13 1194 288 576 197 227 200 230 204 235
10,000 48 9 1194 280 560 194 230 197 233 201 238
12,000 41 5 1145 271 542 188 230 191 234 196 239
Figure 5-44
14,000 34 1 1090 258 516 181 229 184 233 188 238
16,000 27 -3 1040 244 488 173 226 176 230 180 236
18,000 20 -7 980 230 460 166 224 169 228 173 234
20,000 13 -11 925 216 432 159 222 161 226 165 231
22,000 6 -15 870 202 404 152 220 155 224 158 229
24,000 -1 -19 815 190 380 145 218 148 222 151 227
26,000 -9 -24 770 180 360 137 213 139 217 143 223
29,000 -20 -29 695 163 326 121 199 125 206 132 216
PERFORMANCE
SECTION 5
5-32e
REPORT: 2124
5-32f
SECTION 5
Sea Level 101 38 1194 325 650 204 211 207 214 210 218
REPORT: 2124
PERFORMANCE
2000 94 34 1194 315 630 202 215 205 218 208 222
4000 87 30 1194 305 610 200 220 203 223 206 226
6000 80 26 1194 295 590 198 225 201 228 204 231
8000 73 23 1180 287 574 194 228 197 231 201 236
10,000 66 19 1120 271 542 188 227 191 230 195 235
12,000 59 15 1060 256 512 181 226 184 229 188 234
Figure 5-45
14,000 52 11 1000 242 484 175 224 178 228 182 233
16,000 45 7 950 228 456 167 222 171 227 175 232
18,000 38 3 895 214 428 160 220 164 226 168 231
20,000 31 -1 840 203 406 153 218 157 224 162 230
22,000 24 -5 790 190 380 145 214 150 221 156 229
24,000 17 -9 755 178 356 137 210 143 218 149 227

26,000 9 -l4 710 167 334 127 201 135 214 142 225
29,000 -2 -19 650 152 304 _ _ _ _ 129 216

PA-31T1, CHEYENNE I

5-32f
SECTION 5
Sea Level 101 38 1194 325 650 204 211 207 214 210 218
REPORT: 2124
PERFORMANCE
2000 94 34 1194 315 630 202 215 205 218 208 222
4000 87 30 1194 305 610 200 220 203 223 206 226
6000 80 26 1194 295 590 198 225 201 228 204 231
8000 73 23 1180 287 574 194 228 197 231 201 236
10,000 66 19 1120 271 542 188 227 191 230 195 235
12,000 59 15 1060 256 512 181 226 184 229 188 234
Figure 5-45
14,000 52 11 1000 242 484 175 224 178 228 182 233
16,000 45 7 950 228 456 167 222 171 227 175 232
18,000 38 3 895 214 428 160 220 164 226 168 231
20,000 31 -1 840 203 406 153 218 157 224 162 230
22,000 24 -5 790 190 380 145 214 150 221 156 229
24,000 17 -9 755 178 356 137 210 143 218 149 227
26,000 9 -l4 710 167 334 127 201 135 214 142 225
29,000 -2 -19 650 152 304 _ _ _ _ 129 216

PA-31T1, CHEYENNE I

Sea Level 119 48 1194 328 656 203 211 206 214 209 218
2000 112 44 1170 320 640 200 216 203 220 206 223
4000 105 40 1120 308 616 195 217 198 221 201 224
PA-31T1, CHEYENNE I
6000 98 36 1080 295 590 190 218 193 222 196 225
8000 91 33 1040 278 556 184 218 187 222 191 226
10,000 84 29 1000 261 522 178 218 181 222 185 227

REVISED: NOVEMBER 7, 1983
12,000 77 25 960 244 488 172 218 175 222 180 228
Figure 5-46
14,000 70 21 920 227 454 167 218 170 222 175 229
16,000 63 17 875 214 428 161 218 165 222 170 230
18,000 56 13 830 202 404 155 217 159 222 165 231
20,000 49 9 785 190 380 147 214 152 221 158 229
22,000 42 5 735 179 358 137 207 143 216 150 226
24,000 35 1 690 169 338 126 196 135 210 142 222

26,000 27 -4 645 159 318 — — 124 200 134 218
29,000 16 -9 — — — — — —
5-32g
PERFORMANCE
SECTION 5
REPORT: 2124
Sea Level 119 48 1194 328 656 203 211 206 214 209 218
2000 112 44 1170 320 640 200 216 203 220 206 223
4000 105 40 1120 308 616 195 217 198 221 201 224
PA-31T1, CHEYENNE I
6000 98 36 1080 295 590 190 218 193 222 196 225
8000 91 33 1040 278 556 184 218 187 222 191 226
10,000 84 29 1000 261 522 178 218 181 222 185 227
12,000 77 25 960 244 488 172 218 175 222 180 228
Figure 5-46
14,000 70 21 920 227 454 167 218 170 222 175 229
16,000 63 17 875 214 428 161 218 165 222 170 230
18,000 56 13 830 202 404 155 217 159 222 165 231
20,000 49 9 785 190 380 147 214 152 221 158 229
22,000 42 5 735 179 358 137 207 143 216 150 226
24,000 35 1 690 169 338 126 196 135 210 142 222
26,000 27 -4 645 159 318 — — 124 200 134 218
29,000 16 -9 — — — — — —
REPORT: 2124
5-32g
PERFORMANCE
SECTION 5
5-32h
SECTION 5
Sea Level 130 55 1090 309 618 196 205 197 209 205 215
REPORT: 2124
PERFORMANCE
2000 123 51 1065 296 592 192 209 195 212 200 217
4000 116 47 1035 283 566 188 211 192 215 196 220
6000 109 43 1000 271 542 184 214 188 219 192 223
8000 103 39 970 256 512 180 217 184 222 188 226
10,000 95 35 940 243 486 175 218 179 223 184 229
12,000 88 31 900 231 462 168 215 172 221 178 228
Figure 5-47
14,000 81 27 860 218 436 160 213 165 219 171 228
16,000 74 23 820 205 410 153 210 157 215 164 225
18,000 67 19 780 193 386 146 207 150 213 156 222
20,000 60 15 730 182 364 137 201 144 211 150 220
22,000 53 11 685 170 340 126 192 133 202 143 217
24,000 45 7 645 160 320 — — 125 197 135 213

26,000 38 3 595 150 300 — — — — — —
29,000 — — — — — — —
PA-31T1, CHEYENNE I

5-32h
SECTION 5
Sea Level 130 55 1090 309 618 196 205 197 209 205 215
REPORT: 2124
PERFORMANCE
2000 123 51 1065 296 592 192 209 195 212 200 217
4000 116 47 1035 283 566 188 211 192 215 196 220
6000 109 43 1000 271 542 184 214 188 219 192 223
8000 103 39 970 256 512 180 217 184 222 188 226
10,000 95 35 940 243 486 175 218 179 223 184 229
12,000 88 31 900 231 462 168 215 172 221 178 228
Figure 5-47
14,000 81 27 860 218 436 160 213 165 219 171 228
16,000 74 23 820 205 410 153 210 157 215 164 225
18,000 67 19 780 193 386 146 207 150 213 156 222
20,000 60 15 730 182 364 137 201 144 211 150 220
22,000 53 11 685 170 340 126 192 133 202 143 217
24,000 45 7 645 160 320 — — 125 197 135 213

26,000 38 3 595 150 300 — — — — — —
29,000 — — — — — — —
PA-31T1, CHEYENNE I

Sea Level 11 -12 1194 310 620 218 207 221 210 225 213
2000 4 -16 1194 306 612 215 210 218 213 222 217
4000 -3 -20 1194 302 604 213 215 215 217 218 220

PA-31T1, CHEYENNE I
6000 -10 -24 1194 297 594 211 218 213 220 216 223
8000 -17 -27 1194 292 584 209 222 211 224 214 227
REVISED: SEPTEMBER 30, 1981

10,000 -24 -31 1194 285 570 206 226 209 229 212 233
12,000 -31 -35 1194 278 556 204 230 206 233 209 237
Figure 5-48
14,000 -38 -39 1194 270 540 202 235 204 238 207 242
16,000 -45 -43 1194 261 522 200 241 202 243 205 247
18,000 -52 -47 1169 253 506 196 244 199 247 202 251
20,000 -59 -51 1061 244 488 187 241 190 245 194 250
22,000 -66 -55 964 230 460 177 235 181 241 185 246
24,000 -73 -59 867 215 430 165 226 169 232 174 239

26,000 -81 -64 767 199 398 151 214 155 220 162 228
29,000 -92 -69 643 165 330 129 194 136 204 145 218
5-33
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 11 -12 1194 310 620 218 207 221 210 225 213
2000 4 -16 1194 306 612 215 210 218 213 222 217
4000 -3 -20 1194 302 604 213 215 215 217 218 220

PA-31T1, CHEYENNE I
6000 -10 -24 1194 297 594 211 218 213 220 216 223
8000 -17 -27 1194 292 584 209 222 211 224 214 227
10,000 -24 -31 1194 285 570 206 226 209 229 212 233
12,000 -31 -35 1194 278 556 204 230 206 233 209 237
Figure 5-48
14,000 -38 -39 1194 270 540 202 235 204 238 207 242
16,000 -45 -43 1194 261 522 200 241 202 243 205 247
18,000 -52 -47 1169 253 506 196 244 199 247 202 251
20,000 -59 -51 1061 244 488 187 241 190 245 194 250
22,000 -66 -55 964 230 460 177 235 181 241 185 246
24,000 -73 -59 867 215 430 165 226 169 232 174 239
26,000 -81 -64 767 199 398 151 214 155 220 162 228
29,000 -92 -69 643 165 330 129 194 136 204 145 218
REPORT: 2124
PERFORMANCE
SECTION 5
5-33
5-34
SECTION 5
Sea Level 29 -2 1194 315 630 217 210 220 213 223 216
REPORT: 2124
PERFORMANCE
2000 22 -6 1194 310 620 215 214 218 217 221 220
4000 15 -10 1194 305 610 213 218 216 222 219 225
6000 8 -14 1194 300 600 211 222 214 225 217 228
8000 1 -17 1194 294 588 208 226 211 229 215 233
10,000 -6 -21 1194 287 574 206 230 209 234 212 237
12,000 -13 -25 1194 279 558 204 235 206 238 209 241
Figure 5-49
14,000 -20 -29 1194 272 544 202 240 204 243 207 247
16,000 -27 -33 1194 263 526 200 246 202 249 205 252
18,000 -34 -37 1148 253 506 194 247 197 250 200 254
20,000 -41 -41 1056 242 484 184 242 187 246 191 251
22,000 -48 -45 972 229 458 174 236 177 240 182 247
24,000 -55 -49 882 215 430 163 229 168 236 173 243

26,000 -63 -54 788 195 390 151 220 156 227 163 237
29,000 -74 -59 670 163 326 130 199 137 210 146 224

PA-31T1, CHEYENNE I

5-34
SECTION 5
Sea Level 29 -2 1194 315 630 217 210 220 213 223 216
REPORT: 2124
PERFORMANCE
2000 22 -6 1194 310 620 215 214 218 217 221 220
4000 15 -10 1194 305 610 213 218 216 222 219 225
6000 8 -14 1194 300 600 211 222 214 225 217 228
8000 1 -17 1194 294 588 208 226 211 229 215 233
10,000 -6 -21 1194 287 574 206 230 209 234 212 237
12,000 -13 -25 1194 279 558 204 235 206 238 209 241
Figure 5-49
14,000 -20 -29 1194 272 544 202 240 204 243 207 247
16,000 -27 -33 1194 263 526 200 246 202 249 205 252
18,000 -34 -37 1148 253 506 194 247 197 250 200 254
20,000 -41 -41 1056 242 484 184 242 187 246 191 251
22,000 -48 -45 972 229 458 174 236 177 240 182 247
24,000 -55 -49 882 215 430 163 229 168 236 173 243
26,000 -63 -54 788 195 390 151 220 156 227 163 237
29,000 -74 -59 670 163 326 130 199 137 210 146 224
PA-31T1, CHEYENNE I

Sea Level 47 8 1194 318 636 216 212 218 214 221 217
2000 40 4 1194 313 626 214 216 216 219 219 222
4000 33 0 1194 307 614 212 221 214 223 217 226

PA-31T1, CHEYENNE I
6000 26 -4 1194 301 602 210 225 212 227 215 231
8000 19 -7 1194 294 588 208 230 210 232 213 236

10,000 12 -11 1194 286 572 205 234 208 237 211 241
12,000 5 -l 5 1194 279 558 203 239 206 243 209 246
Figure 5-50
14,000 -2 -19 1194 272 544 200 243 203 247 206 251
16,000 -9 -23 1163 264 528 196 246 199 250 202 254
18,000 -16 -27 1100 253 506 188 244 192 249 196 255
20,000 -23 -31 1024 242 484 179 240 188 246 189 254
22,000 -30 -35 956 229 458 171 237 175 243 181 251
24,000 -37 -39 893 214 428 163 234 167 240 173 249

26,000 -45 -44 814 198 396 153 228 157 234 164 244
29,000 -56 -49 696 167 334 130 204 138 217 147 231
5-35
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 47 8 1194 318 636 216 212 218 214 221 217
2000 40 4 1194 313 626 214 216 216 219 219 222
4000 33 0 1194 307 614 212 221 214 223 217 226

PA-31T1, CHEYENNE I
6000 26 -4 1194 301 602 210 225 212 227 215 231
8000 19 -7 1194 294 588 208 230 210 232 213 236
10,000 12 -11 1194 286 572 205 234 208 237 211 241
12,000 5 -l 5 1194 279 558 203 239 206 243 209 246
Figure 5-50
14,000 -2 -19 1194 272 544 200 243 203 247 206 251
16,000 -9 -23 1163 264 528 196 246 199 250 202 254
18,000 -16 -27 1100 253 506 188 244 192 249 196 255
20,000 -23 -31 1024 242 484 179 240 188 246 189 254
22,000 -30 -35 956 229 458 171 237 175 243 181 251
24,000 -37 -39 893 214 428 163 234 167 240 173 249
26,000 -45 -44 814 198 396 153 228 157 234 164 244
29,000 -56 -49 696 167 334 130 204 138 217 147 231
REPORT: 2124
PERFORMANCE
SECTION 5
5-35
5-36
SECTION 5
Sea Level 65 18 1194 324 648 213 213 216 216 219 219
REPORT: 2124
PERFORMANCE
2000 58 14 1194 316 632 212 218 215 221 218 224
4000 51 10 1194 308 616 210 223 214 227 218 231
6000 44 6 1194 302 604 208 228 212 232 217 237
8000 37 3 1194 296 592 206 233 210 237 216 242
10,000 30 -1 1194 290 580 204 238 208 242 212 247
12,000 23 -5 1194 283 566 202 243 202 246 209 251
Figure 5-51
14,000 16 -9 1145 272 544 196 243 196 247 203 252
16,000 9 -13 1087 259 518 189 242 192 246 197 250
18,000 2 -17 1029 246 492 182 241 184 244 187 248
20,000 -5 -21 972 232 464 174 238 177 242 180 246
22,000 -12 -25 914 218 436 165 234 168 238 172 244

24,000 -19 -29 853 206 412 156 229 160 234 164 241
26,000 -27 -34 788 192 384 146 222 151 229 155 236
29,000 -38 -39 683 170 340 129 207 136 218 143 230

PA-31T1, CHEYENNE I

5-36
SECTION 5
Sea Level 65 18 1194 324 648 213 213 216 216 219 219
REPORT: 2124
PERFORMANCE
2000 58 14 1194 316 632 212 218 215 221 218 224
4000 51 10 1194 308 616 210 223 214 227 218 231
6000 44 6 1194 302 604 208 228 212 232 217 237
8000 37 3 1194 296 592 206 233 210 237 216 242
10,000 30 -1 1194 290 580 204 238 208 242 212 247
12,000 23 -5 1194 283 566 202 243 202 246 209 251
Figure 5-51
14,000 16 -9 1145 272 544 196 243 196 247 203 252
16,000 9 -13 1087 259 518 189 242 192 246 197 250
18,000 2 -17 1029 246 492 182 241 184 244 187 248
20,000 -5 -21 972 232 464 174 238 177 242 180 246
22,000 -12 -25 914 218 436 165 234 168 238 172 244
24,000 -19 -29 853 206 412 156 229 160 234 164 241
26,000 -27 -34 788 192 384 146 222 151 229 155 236
29,000 -38 -39 683 170 340 129 207 136 218 143 230
PA-31T1, CHEYENNE I

Sea Level 83 28 1194 327 654 212 216 215 219 218 222
2000 76 24 1194 318 636 210 220 213 223 216 226
4000 69 20 1194 309 618 208 224 211 228 214 231

PA-31T1, CHEYENNE I
6000 62 16 1194 302 604 206 229 209 233 212 237
8000 55 13 1194 294 588 203 233 206 237 210 242

10,000 48 9 1166 283 566 200 237 203 240 207 245
12,000 41 5 1108 271 542 192 235 195 239 199 244
Figure 5-52
14,000 34 1 1056 258 516 184 233 187 237 191 242
16,000 27 -3 1003 244 488 176 231 187 235 183 240
18,000 20 -7 945 230 460 169 229 172 233 176 238
20,000 13 -11 893 216 432 162 227 164 230 168 235
22,000 6 -15 840 202 404 155 225 157 228 160 232
24,000 -1 -19 788 190 380 148 222 150 225 153 229

26,000 -9 -24 741 180 360 139 216 141 220 145 225
29,000 -20 -29 672 163 326 122 200 126 208 133 218
5-37
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 83 28 1194 327 654 212 216 215 219 218 222
2000 76 24 1194 318 636 210 220 213 223 216 226
4000 69 20 1194 309 618 208 224 211 228 214 231

PA-31T1, CHEYENNE I
6000 62 16 1194 302 604 206 229 209 233 212 237
8000 55 13 1194 294 588 203 233 206 237 210 242
10,000 48 9 1166 283 566 200 237 203 240 207 245
12,000 41 5 1108 271 542 192 235 195 239 199 244
Figure 5-52
14,000 34 1 1056 258 516 184 233 187 237 191 242
16,000 27 -3 1003 244 488 176 231 187 235 183 240
18,000 20 -7 945 230 460 169 229 172 233 176 238
20,000 13 -11 893 216 432 162 227 164 230 168 235
22,000 6 -15 840 202 404 155 225 157 228 160 232
24,000 -1 -19 788 190 380 148 222 150 225 153 229
26,000 -9 -24 741 180 360 139 216 141 220 145 225
29,000 -20 -29 672 163 326 122 200 126 208 133 218
REPORT: 2124
PERFORMANCE
SECTION 5
5-37
5-38
SECTION 5
Sea Level 101 38 1194 330 660 210 217 213 220 216 224
REPORT: 2124
PERFORMANCE
2000 94 34 1194 320 640 208 221 211 224 214 228
4000 87 30 1194 310 620 206 226 209 229 212 232
6000 80 26 1194 300 600 204 231 207 234 210 237
8000 73 23 1140 287 574 199 233 202 236 207 242
10,000 66 19 1082 271 542 192 232 195 235 201 242
12,000 59 15 1024 256 512 185 231 188 234 193 241
Figure 5-53
14,000 52 11 966 242 484 179 230 182 233 187 240
16,000 45 7 916 228 456 170 228 174 231 179 240
18,000 38 3 864 214 428 163 225 167 230 173 239
20,000 31 -1 814 203 406 155 221 160 228 167 238
22,000 24 -5 767 190 380 147 216 152 224 158 235
24,000 17 -9 730 178 356 139 213 145 222 152 233

26,000 9 -14 688 167 334 128 202 136 216 144 229
29,000 -2 -19 630 152 304 _ _ _ _ 130 218

PA-31T1, CHEYENNE I

5-38
SECTION 5
Sea Level 101 38 1194 330 660 210 217 213 220 216 224
REPORT: 2124
PERFORMANCE
2000 94 34 1194 320 640 208 221 211 224 214 228
4000 87 30 1194 310 620 206 226 209 229 212 232
6000 80 26 1194 300 600 204 231 207 234 210 237
8000 73 23 1140 287 574 199 233 202 236 207 242
10,000 66 19 1082 271 542 192 232 195 235 201 242
12,000 59 15 1024 256 512 185 231 188 234 193 241
Figure 5-53
14,000 52 11 966 242 484 179 230 182 233 187 240
16,000 45 7 916 228 456 170 228 174 231 179 240
18,000 38 3 864 214 428 163 225 167 230 173 239
20,000 31 -1 814 203 406 155 221 160 228 167 238
22,000 24 -5 767 190 380 147 216 152 224 158 235
24,000 17 -9 730 178 356 139 213 145 222 152 233
26,000 9 -14 688 167 334 128 202 136 216 144 229
29,000 -2 -19 630 152 304 _ _ _ _ 130 218

PA-31T1, CHEYENNE I

Sea Level 119 48 1155 330 660 209 217 212 220 215 224
2000 112 44 1116 320 640 204 221 207 224 210 227
4000 105 40 1077 308 616 199 222 202 225 205 228

PA-31T1, CHEYENNE I
6000 98 36 1035 295 590 194 222 197 226 200 229
8000 91 33 998 278 556 188 222 191 226 195 230

10,000 84 29 966 261 522 182 222 185 226 189 231
12,000 77 25 930 244 488 176 222 179 226 184 232
Figure 5-54
14,000 70 21 888 227 454 170 221 174 226 179 233
16,000 63 17 846 214 428 164 221 168 226 174 234
18,000 56 13 798 202 404 157 220 162 226 168 234
20,000 49 9 751 190 380 149 217 154 224 160 232
22,000 42 5 709 179 358 139 210 145 219 152 229
24,000 35 l 667 169 338 127 198 136 212 144 225

26,000 27 -4 622 159 318 — — 125 202 136 220
29,000 16 -9 — — — — — —
5-39
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 119 48 1155 330 660 209 217 212 220 215 224
2000 112 44 1116 320 640 204 221 207 224 210 227
4000 105 40 1077 308 616 199 222 202 225 205 228

PA-31T1, CHEYENNE I
6000 98 36 1035 295 590 194 222 197 226 200 229
8000 91 33 998 278 556 188 222 191 226 195 230
10,000 84 29 966 261 522 182 222 185 226 189 231
12,000 77 25 930 244 488 176 222 179 226 184 232
Figure 5-54
14,000 70 21 888 227 454 170 221 174 226 179 233
16,000 63 17 846 214 428 164 221 168 226 174 234
18,000 56 13 798 202 404 157 220 162 226 168 234
20,000 49 9 751 190 380 149 217 154 224 160 232
22,000 42 5 709 179 358 139 210 145 219 152 229
24,000 35 l 667 169 338 127 198 136 212 144 225
26,000 27 -4 622 159 318 — — 125 202 136 220
29,000 16 -9 — — — — — —
REPORT: 2124
PERFORMANCE
SECTION 5
5-39
5-40
SECTION 5
Sea Level 130 55 1048 309 618 200 209 203 213 209 219
REPORT: 2124
PERFORMANCE
2000 123 51 1022 296 592 195 212 199 216 204 222
4000 116 47 993 283 566 191 215 195 219 200 225
6000 109 43 961 271 542 187 218 191 222 196 228
8000 103 39 932 256 512 183 221 187 225 191 230
10,000 95 35 901 243 486 178 222 182 227 188 233
12,000 88 31 861 231 462 171 220 175 225 181 232
Figure 5-55
14,000 81 27 822 218 436 163 218 168 224 174 232
16,000 74 23 785 205 410 155 214 160 221 167 229
18,000 67 19 748 193 386 148 210 154 218 159 227
20,000 60 15 704 182 364 139 204 146 215 153 225
22,000 53 11 662 170 340 127 193 135 206 145 221
24,000 45 7 625 160 320 113 178 126 199 136 215

26,000 38 3 578 150 300 — — — — 122 199
29,000 — — — — — — —

PA-31T1, CHEYENNE I
REVISED: AUGUST 28, 1979

5-40
SECTION 5
Sea Level 130 55 1048 309 618 200 209 203 213 209 219
REPORT: 2124
PERFORMANCE
2000 123 51 1022 296 592 195 212 199 216 204 222
4000 116 47 993 283 566 191 215 195 219 200 225
6000 109 43 961 271 542 187 218 191 222 196 228
8000 103 39 932 256 512 183 221 187 225 191 230
10,000 95 35 901 243 486 178 222 182 227 188 233
12,000 88 31 861 231 462 171 220 175 225 181 232
Figure 5-55
14,000 81 27 822 218 436 163 218 168 224 174 232
16,000 74 23 785 205 410 155 214 160 221 167 229
18,000 67 19 748 193 386 148 210 154 218 159 227
20,000 60 15 704 182 364 139 204 146 215 153 225
22,000 53 11 662 170 340 127 193 135 206 145 221
24,000 45 7 625 160 320 113 178 126 199 136 215
26,000 38 3 578 150 300 — — — — 122 199
29,000 — — — — — — —
PA-31T1, CHEYENNE I

LONG RANGE POWER - 1900 RPM - ISA - 30°C
Sea Level 9 -13 760 240 480 170 161 173 164 177 168
2000 2 -17 735 231 462 166 162 169 165 173 169
4000 -5 -21 720 223 446 162 163 165 166 169 170
PA-31T1, CHEYENNE I
6000 -12 -25 710 216 432 159 164 162 168 166 172
ISSUED: FEBRUARY 1, 1979

8000 -19 -28 700 209 418 156 166 159 169 163 173

10,000 -26 -32 690 202 404 153 168 156 171 160 175
12,000 -33 -36 680 195 390 150 170 153 173 157 178
Figure 5-55a
14,000 -40 -40 670 189 378 147 172 150 175 154 180
16,000 -47 -44 665 184 368 144 174 147 177 151 182
18,000 -54 -48 660 180 360 141 176 144 179 148 184
20,000 -61 -52 660 176 352 138 178 141 181 145 187
22,000 -68 -56 660 172 344 136 181 139 184 143 190

24,000 -75 -60 660 168 336 134 184 137 188 141 194
26,000 -83 -64 660 164 328 132 188 135 192 139 198
29,000 -93 -69 660 160 320 128 192 132 198 137 206
5-40a
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 9 -13 760 240 480 170 161 173 164 177 168
2000 2 -17 735 231 462 166 162 169 165 173 169
4000 -5 -21 720 223 446 162 163 165 166 169 170
PA-31T1, CHEYENNE I
6000 -12 -25 710 216 432 159 164 162 168 166 172
ISSUED: FEBRUARY 1, 1979 8000 -19 -28 700 209 418 156 166 159 169 163 173
10,000 -26 -32 690 202 404 153 168 156 171 160 175
12,000 -33 -36 680 195 390 150 170 153 173 157 178
Figure 5-55a
14,000 -40 -40 670 189 378 147 172 150 175 154 180
16,000 -47 -44 665 184 368 144 174 147 177 151 182
18,000 -54 -48 660 180 360 141 176 144 179 148 184
20,000 -61 -52 660 176 352 138 178 141 181 145 187
22,000 -68 -56 660 172 344 136 181 139 184 143 190
24,000 -75 -60 660 168 336 134 184 137 188 141 194
26,000 -83 -64 660 164 328 132 188 135 192 139 198
29,000 -93 -69 660 160 320 128 192 132 198 137 206
REPORT: 2124
PERFORMANCE
SECTION 5
5-40a
5-40b
SECTION 5
Sea Level 27 -3 770 234 468 170 164 173 167 177 171
REPORT: 2124
PERFORMANCE
2000 20 -7 745 224 448 166 165 169 168 173 172
4000 13 -11 730 215 430 162 166 165 169 169 173
6000 6 -l5 720 209 418 159 167 162 170 166 175
8000 -1 -18 710 203 406 156 169 159 172 163 176
10,000 -8 -22 700 197 394 153 171 156 174 160 179
12,000 -15 -26 690 191 382 150 173 153 177 157 181
Figure 5-55b
14,000 -22 -30 680 186 372 147 174 150 179 154 184
16,000 -29 -34 675 181 362 144 177 147 181 151 186
18,000 -36 -38 670 176 352 141 179 144 183 148 188
20,000 -43 -42 665 171 342 138 182 141 186 145 191
22,000 -50 -46 665 167 334 136 185 139 189 143 194

24,000 -57 -50 665 163 326 134 188 137 193 141 198
26,000 -64 -54 665 159 318 131 191 134 195 139 202
29,000 -74 -59 665 155 310 126 193 130 199 136 208

PA-31T1, CHEYENNE I

5-40b
SECTION 5
Sea Level 27 -3 770 234 468 170 164 173 167 177 171
REPORT: 2124
PERFORMANCE
2000 20 -7 745 224 448 166 165 169 168 173 172
4000 13 -11 730 215 430 162 166 165 169 169 173
6000 6 -l5 720 209 418 159 167 162 170 166 175
8000 -1 -18 710 203 406 156 169 159 172 163 176
10,000 -8 -22 700 197 394 153 171 156 174 160 179
12,000 -15 -26 690 191 382 150 173 153 177 157 181
Figure 5-55b
14,000 -22 -30 680 186 372 147 174 150 179 154 184
16,000 -29 -34 675 181 362 144 177 147 181 151 186
18,000 -36 -38 670 176 352 141 179 144 183 148 188
20,000 -43 -42 665 171 342 138 182 141 186 145 191
22,000 -50 -46 665 167 334 136 185 139 189 143 194
24,000 -57 -50 665 163 326 134 188 137 193 141 198
26,000 -64 -54 665 159 318 131 191 134 195 139 202
29,000 -74 -59 665 155 310 126 193 130 199 136 208
PA-31T1, CHEYENNE I

Sea Level 45 7 780 239 478 170 167 173 170 177 174
2000 38 3 760 229 458 166 168 169 171 173 175
4000 31 -1 735 219 438 162 169 165 172 169 176
PA-31T1, CHEYENNE I
6000 24 -5 730 213 426 159 170 162 173 166 178

8000 17 -8 720 206 412 156 172 159 175 163 180

10,000 10 -12 710 199 398 153 175 156 178 160 183
12,000 3 -16 700 192 384 150 177 153 180 157 185
Figure 5-55c
14,000 -4 -20 690 186 372 147 179 150 182 154 187
16,000 -11 -24 685 181 362 144 181 147 185 151 190
18,000 -18 -28 680 176 352 141 183 144 187 148 192
20,000 -25 -32 680 172 344 138 185 141 189 145 195
22,000 -32 -36 680 168 336 136 188 139 193 143 199
LONG RANGE POWER - 1900 RPM - ISA -10°C

24,000 -39 -40 680 164 328 134 193 137 197 141 203
26,000 -46 -44 680 160 320 130 194 134 199 138 205
29,000 -56 -49 680 156 312 125 196 130 204 135 211
5-40c
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 45 7 780 239 478 170 167 173 170 177 174
2000 38 3 760 229 458 166 168 169 171 173 175
4000 31 -1 735 219 438 162 169 165 172 169 176
PA-31T1, CHEYENNE I
6000 24 -5 730 213 426 159 170 162 173 166 178
ISSUED: FEBRUARY 1, 1979 8000 17 -8 720 206 412 156 172 159 175 163 180
10,000 10 -12 710 199 398 153 175 156 178 160 183
12,000 3 -16 700 192 384 150 177 153 180 157 185
Figure 5-55c
14,000 -4 -20 690 186 372 147 179 150 182 154 187
16,000 -11 -24 685 181 362 144 181 147 185 151 190
18,000 -18 -28 680 176 352 141 183 144 187 148 192
20,000 -25 -32 680 172 344 138 185 141 189 145 195
22,000 -32 -36 680 168 336 136 188 139 193 143 199
LONG RANGE POWER - 1900 RPM - ISA -10°C
24,000 -39 -40 680 164 328 134 193 137 197 141 203
26,000 -46 -44 680 160 320 130 194 134 199 138 205
29,000 -56 -49 680 156 312 125 196 130 204 135 211
REPORT: 2124
PERFORMANCE
SECTION 5
5-40c
LONG RANGE POWER - 1900 RPM - ISA
5-40d
SECTION 5
Sea Level 62 17 790 240 480 170 170 173 173 177 177
PERFORMANCE
2000 55 13 770 230 460 166 171 169 174 173 178
REPORT: 2124
4000 48 9 745 222 444 162 172 165 175 169 179
6000 41 5 735 215 430 159 174 162 177 166 181
8000 34 1 725 207 414 156 176 159 179 163 184
10,000 27 -3 715 199 398 153 178 156 182 160 186
12,000 20 -7 705 192 384 150 180 153 184 157 189
14,000 13 -11 700 187 374 147 182 150 186 154 191
Figure 5-55d
16,000 6 -15 695 182 364 145 185 148 189 152 194
18,000 -1 -18 690 177 354 142 187 145 192 149 197
20,000 -8 -22 685 172 344 139 190 142 194 146 200
22,000 -15 -26 685 169 338 137 195 140 198 144 204

24,000 -22 -30 685 165 330 134 196 137 201 141 207
26,000 -28 -34 685 161 322 131 199 134 204 139 211
29,000 -38 -39 685 157 314 126 202 130 208 136 216
PA-31T1, CHEYENNE I

5-40d
SECTION 5
Sea Level 62 17 790 240 480 170 170 173 173 177 177
PERFORMANCE
2000 55 13 770 230 460 166 171 169 174 173 178
REPORT: 2124
4000 48 9 745 222 444 162 172 165 175 169 179
6000 41 5 735 215 430 159 174 162 177 166 181
8000 34 1 725 207 414 156 176 159 179 163 184
10,000 27 -3 715 199 398 153 178 156 182 160 186
12,000 20 -7 705 192 384 150 180 153 184 157 189
14,000 13 -11 700 187 374 147 182 150 186 154 191
Figure 5-55d
16,000 6 -15 695 182 364 145 185 148 189 152 194
18,000 -1 -18 690 177 354 142 187 145 192 149 197
20,000 -8 -22 685 172 344 139 190 142 194 146 200
22,000 -15 -26 685 169 338 137 195 140 198 144 204
24,000 -22 -30 685 165 330 134 196 137 201 141 207
26,000 -28 -34 685 161 322 131 199 134 204 139 211
29,000 -38 -39 685 157 314 126 202 130 208 136 216
PA-31T1, CHEYENNE I

LONG RANGE POWER - 1900 RPM - ISA + 10°C
Sea Level 81 27 800 244 488 170 173 173 176 177 180
2000 74 23 780 234 468 166 174 169 177 173 181
4000 67 19 760 224 448 162 175 165 178 169 182
PA-31T1, CHEYENNE I
6000 60 15 745 217 434 159 177 162 180 166 184

8000 53 11 740 212 424 156 179 159 183 163 187

10,000 46 7 730 205 410 153 181 156 185 160 190
12,000 39 3 720 198 396 150 184 153 187 157 192
Figure 5-55e
14,000 31 -1 710 191 382 147 186 150 190 154 195
16,000 24 -5 705 186 372 145 189 148 193 152 199
18,000 18 -8 700 181 362 142 193 145 196 149 202
20,000 11 -12 695 176 352 139 195 142 199 146 204
22,000 4 - 16 695 172 344 136 198 139 201 143 207

24,000 -2 -19 695 168 336 133 200 136 204 140 210
26,000 -9 -24 695 164 328 129 202 133 207 137 213
29,000 -20 -29 695 160 320 125 206 129 212 134 220
5-40e
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 81 27 800 244 488 170 173 173 176 177 180
2000 74 23 780 234 468 166 174 169 177 173 181
4000 67 19 760 224 448 162 175 165 178 169 182
PA-31T1, CHEYENNE I
6000 60 15 745 217 434 159 177 162 180 166 184
ISSUED: FEBRUARY 1, 1979 8000 53 11 740 212 424 156 179 159 183 163 187
10,000 46 7 730 205 410 153 181 156 185 160 190
12,000 39 3 720 198 396 150 184 153 187 157 192
Figure 5-55e
14,000 31 -1 710 191 382 147 186 150 190 154 195
16,000 24 -5 705 186 372 145 189 148 193 152 199
18,000 18 -8 700 181 362 142 193 145 196 149 202
20,000 11 -12 695 176 352 139 195 142 199 146 204
22,000 4 - 16 695 172 344 136 198 139 201 143 207
24,000 -2 -19 695 168 336 133 200 136 204 140 210
26,000 -9 -24 695 164 328 129 202 133 207 137 213
29,000 -20 -29 695 160 320 125 206 129 212 134 220
REPORT: 2124
PERFORMANCE
SECTION 5
5-40e
5-40f
SECTION 5
Sea Level 99 37 810 241 482 170 176 173 179 177 183
REPORT: 2124
PERFORMANCE
2000 92 33 790 232 464 166 177 169 180 173 184
4000 85 29 770 223 446 162 178 165 181 169 185
6000 78 25 760 216 432 159 180 162 183 166 187
8000 71 21 745 209 418 156 182 159 186 163 190
10,000 64 18 740 204 408 153 184 156 188 160 193
12,000 57 14 730 198 396 150 187 153 191 157 196
Figure 5-55f
14,000 50 10 720 192 384 147 189 150 193 154 198
16,000 43 6 715 187 374 145 192 148 196 152 202
18,000 36 2 710 182 364 142 195 145 199 149 205
20,000 29 -2 705 177 354 139 198 142 202 146 208
22,000 22 -6 705 173 346 136 202 139 205 143 211

24,000 16 -10 705 169 338 133 203 136 208 141 215
26,000 9 -14 705 165 330 129 204 133 211 139 220
29,000 FOR VALUES ABOVE 26,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES.

PA-31T1, CHEYENNE I

5-40f
SECTION 5
Sea Level 99 37 810 241 482 170 176 173 179 177 183
REPORT: 2124
PERFORMANCE
2000 92 33 790 232 464 166 177 169 180 173 184
4000 85 29 770 223 446 162 178 165 181 169 185
6000 78 25 760 216 432 159 180 162 183 166 187
8000 71 21 745 209 418 156 182 159 186 163 190
10,000 64 18 740 204 408 153 184 156 188 160 193
12,000 57 14 730 198 396 150 187 153 191 157 196
Figure 5-55f
14,000 50 10 720 192 384 147 189 150 193 154 198
16,000 43 6 715 187 374 145 192 148 196 152 202
18,000 36 2 710 182 364 142 195 145 199 149 205
20,000 29 -2 705 177 354 139 198 142 202 146 208
22,000 22 -6 705 173 346 136 202 139 205 143 211
24,000 16 -10 705 169 338 133 203 136 208 141 215
26,000 9 -14 705 165 330 129 204 133 211 139 220
29,000 FOR VALUES ABOVE 26,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES.
PA-31T1, CHEYENNE I

Sea Level 117 47 820 247 494 170 177 173 180 177 184
2000 110 43 800 237 474 166 179 169 182 173 186
4000 103 39 780 227 454 162 181 165 184 169 188
PA-31T1, CHEYENNE I
6000 96 35 770 220 440 159 183 162 186 166 191

8000 89 32 760 213 426 156 185 159 189 163 193

10,000 82 28 750 206 412 153 188 156 191 160 196
12,000 75 24 740 200 400 150 190 153 194 157 199
Figure 5-55g
14,000 68 20 735 194 388 147 193 150 197 154 202
16,000 61 16 725 188 376 145 196 148 200 152 206
18,000 54 12 720 183 366 142 199 145 203 149 209
20,000 47 8 715 178 356 139 202 142 206 146 212
22,000 40 4 715 174 348 136 205 139 210 143 216

24,000
26,000 FOR VALUES ABOVE 22,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES
29,000
5-40g
REPORT: 2124
PERFORMANCE
SECTION 5

Sea Level 117 47 820 247 494 170 177 173 180 177 184
2000 110 43 800 237 474 166 179 169 182 173 186
4000 103 39 780 227 454 162 181 165 184 169 188
PA-31T1, CHEYENNE I
6000 96 35 770 220 440 159 183 162 186 166 191
ISSUED: FEBRUARY 1, 1979 8000 89 32 760 213 426 156 185 159 189 163 193
10,000 82 28 750 206 412 153 188 156 191 160 196
12,000 75 24 740 200 400 150 190 153 194 157 199
Figure 5-55g
14,000 68 20 735 194 388 147 193 150 197 154 202
16,000 61 16 725 188 376 145 196 148 200 152 206
18,000 54 12 720 183 366 142 199 145 203 149 209
20,000 47 8 715 178 356 139 202 142 206 146 212
22,000 40 4 715 174 348 136 205 139 210 143 216
24,000
26,000 FOR VALUES ABOVE 22,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES
29,000
REPORT: 2124
PERFORMANCE
SECTION 5
5-40g
5-40h
SECTION 5
Sea Level 128 53 825 246 492 170 178 173 181 178 186
REPORT: 2124
PERFORMANCE
2000 121 49 805 237 474 166 180 169 183 173 188
4000 114 46 785 228 456 162 182 165 185 169 190
6000 107 42 775 220 440 159 184 162 188 166 l93
8000 100 38 765 212 424 156 187 159 191 163 196
10,000 93 34 755 207 414 153 190 156 194 160 199
12,000 86 30 745 200 400 150 192 153 196 157 201
Figure 5-55h
14,000 79 26 735 193 386 147 195 150 200 154 205
16,000 72 22 730 188 376 145 199 148 203 152 209
18,000 66 18 725 183 366 142 202 145 206 149 212
20,000 59 15 725 179 358 137 202 141 208 146 215
22,000

24,000
FOR VALUES ABOVE 20,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES
26,000
29,000

PA-31T1, CHEYENNE I

5-40h
SECTION 5
Sea Level 128 53 825 246 492 170 178 173 181 178 186
REPORT: 2124
PERFORMANCE
2000 121 49 805 237 474 166 180 169 183 173 188
4000 114 46 785 228 456 162 182 165 185 169 190
6000 107 42 775 220 440 159 184 162 188 166 l93
8000 100 38 765 212 424 156 187 159 191 163 196
10,000 93 34 755 207 414 153 190 156 194 160 199
12,000 86 30 745 200 400 150 192 153 196 157 201
Figure 5-55h
14,000 79 26 735 193 386 147 195 150 200 154 205
16,000 72 22 730 188 376 145 199 148 203 152 209
18,000 66 18 725 183 366 142 202 145 206 149 212
20,000 59 15 725 179 358 137 202 141 208 146 215
22,000
24,000
FOR VALUES ABOVE 20,000 FT. REFER TO MAXIMUM CRUISE POWER TABLES
26,000
29,000
PA-31T1, CHEYENNE I

SPEED VS. ALTITUDE SPEED VS. ALTITUDE



REVISED: SEPTEMBER 30, 1981 5-42a REVISED: SEPTEMBER 30, 1981 5-42a
5-42b 5-42b
SINGLE-ENGINE SERVICE CEILING SINGLE-ENGINE SERVICE CEILING

SINGLE-ENGINE SERVICE CEILING SINGLE-ENGINE SERVICE CEILING

5-43a REVISED: AUGUST 28, 1980 5-43a REVISED: AUGUST 28, 1980
ENDURANCE PROFILE ENDURANCE PROFILE

REVISED: SEPTEMBER 30, 1981 5-43b REVISED: SEPTEMBER 30, 1981 5-43b
ENDURANCE PROFILE ENDURANCE PROFILE

RANGE PROFILE RANGE PROFILE

5-44b 5-44b
RANGE PROFILE RANGE PROFILE

HOLDING TIME HOLDING TIME

TIME, FUEL AND DISTANCE TO DESCEND TIME, FUEL AND DISTANCE TO DESCEND
(1000 FPM DESCENT RATE) (1000 FPM DESCENT RATE)
ISSUED: NOVEMBER 7, 1983 REPORT: 2124 ISSUED: NOVEMBER 7, 1983 REPORT: 2124
5-48a 5-48a
BALKED LANDING CLIMB PERFORMANCE BALKED LANDING CLIMB PERFORMANCE

REPORT: 2124 ISSUED: NOVEMBER 7, 1983 REPORT: 2124 ISSUED: NOVEMBER 7, 1983
5-48b 5-48b
LANDING DISTANCE OVER 50 FEET LANDING DISTANCE OVER 50 FEET

(WITHOUT PROPELLER REVERSING) (WITHOUT PROPELLER REVERSING)
ISSUED: MAY 15, 1978 REPORT- 2124 ISSUED: MAY 15, 1978 REPORT- 2124
LANDING DISTANCE OVER 50 FEET LANDING DISTANCE OVER 50 FEET

(WITH FULL PROPELLER REVERSING) (WITH FULL PROPELLER REVERSING)
SHORT FIELD LANDING DISTANCE OVER 50 FEET SHORT FIELD LANDING DISTANCE OVER 50 FEET
SECTION 6 SECTION 6
WEIGHT AND BALANCE WEIGHT AND BALANCE

No. No. No. No.

6-i 6-i
PA-31T1, CHEYENNE I WEIGHT AND BALANCE PA-31T1, CHEYENNE I 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 flo wn with the weight and center of designed into the airplane, it must be flo wn with the weight and center of
gravity (C.G.) position within the appro ved operating range (en velope). gravity (C.G.) position within the appro ved operating range (en velope).
Although the airplane of fers a tremendous fle xibility of loading, it cannot be Although the airplane of fers a tremendous fle xibility of loading, it cannot be
flown with the maximum number of adult passengers, full fuel tanks and flown with the maximum number of adult passengers, full fuel tanks and
maximum baggage. W ith the fle xibility comes responsibility. The pilot must maximum baggage. W ith the fle xibility comes responsibility. The pilot must
ensure that the airplane is loaded within the loading en velope before a ensure that the airplane is loaded within the loading en velope before a
takeoff. takeoff.
Misloading carries consequences for an y aircraft. An o verloaded Misloading carries consequences for an y aircraft. An o verloaded
airplane will not tak e off, climb or cruise as well as a properly loaded one. airplane will not tak e off, climb or cruise as well as a properly loaded one.
The heavier the airplane is loaded, the less climb performance it will ha ve. The heavier the airplane is loaded, the less climb performance it will ha ve.
Center of gravity is a determining f actor in flight characteristics. If the Center of gravity is a determining f actor in flight characteristics. If the
C.G. is too f ar forw ard in an y airplane, it may be dif ficult to rotate for C.G. is too f ar forw ard in an y airplane, it may be dif ficult to rotate for
takeoff or landing. If the C.G. is too f ar aft, the airplane may rotate takeoff or landing. If the C.G. is too f ar aft, the airplane may rotate
prematurely on tak eoff or tend to pitch up during climb . Longitudinal prematurely on tak eoff or tend to pitch up during climb . Longitudinal
stability will be reduced. This can lead to inadv ertent stalls and even spins; stability will be reduced. This can lead to inadv ertent stalls and even spins;
and spin recovery becomes more difficult as the center of gra vity moves aft of and spin recovery becomes more difficult as the center of gra vity moves aft of
the approved limit. the approved limit.
A properly loaded airplane, ho wever, will perform as intended. Before A properly loaded airplane, ho wever, will perform as intended. Before
the airplane is deli vered, it is weighed, and a basic empty weight and C.G. the airplane is deli vered, 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-31T1, CHEYENNE I WEIGHT AND BALANCE PA-31T1, CHEYENNE I
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 so as to keep the C.G. within allowable limits. fuel or baggage can be boarded so as to keep the C.G. 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, and useful production and in computing basic empty weight, C.G. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and load. Note that the useful load includes usable fuel, baggage, cargo and
passengers. Following this is the method for computing takeoff weight and passengers. Following this is the method for computing takeoff weight and
C.G. C.G.
6.3 AIRPLANE WEIGHING PROCEDURES 6.3 AIRPLANE WEIGHING PROCEDURES
At the time of delivery, Piper Aircraft Corporation provides each At the time of delivery, 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 such (2) Remove excessive dirt, grease, moisture, foreign items such
as rags and tools from the airplane before weighing. as rags and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains including the (3) Defuel airplane. Then open all fuel drains including the
fuel filter drain on each engine until all remaining fuel is fuel filter drain on each engine until all remaining fuel is
drained. drained.
6-2 REVISED: January 21, 2009 6-2 REVISED: January 21, 2009
(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. T ow bar should be control surfaces in the neutral position. T ow bar should be
in the proper location and all entrance and baggage doors in the proper location and all entrance and baggage doors
closed. closed.
(6) Weigh the airplane inside a closed b uilding to pre vent (6) Weigh the airplane inside a closed b uilding to pre vent
errors in scale readings due to wind. errors in scale readings due to wind.
(b) Leveling (b) Leveling
(1) With airplane on scales, block main gear oleo pistons in the (1) With airplane on scales, block main gear oleo pistons in the
fully extended position. fully extended position.
(2) Level airplane (refer to Figure 6-3), deflating tires to center (2) Level airplane (refer to Figure 6-3), deflating tires to center
bubble on level. bubble on level.
(c) Weighing Airplane (c) Weighing Airplane
With the airplane le vel and brak es released, record the weight With the airplane le vel and brak es released, record the weight
shown on each scale. Deduct the tare, if any, from each reading. shown on each scale. Deduct the tare, if any, from each reading.
AIRPLANE AS WEIGHED AIRPLANE AS WEIGHED

(Including full oil and operating fluids but not fuel) (Including full oil and operating fluids but not 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

(d) Center of Gravity (d) Center of Gravity
(1) The follo wing geometry applies to the P A-31T1 airplane (1) The follo wing geometry applies to the P A-31T1 airplane
when it is level. Refer to Leveling paragraph 6.3 (b). when it is level. Refer to Leveling paragraph 6.3 (b).
LEVELING PROVISIONS LEVELING PROVISIONS

LONGITUDINAL - RIGHT SIDE OF FUSELAGE NOSE LONGITUDINAL - RIGHT SIDE OF FUSELAGE NOSE
STATIONS 48.35 AND 80.25 STATIONS 48.35 AND 80.25
LATERAL - LEVEL ACROSS 2 CENTER SEAT RAILS LATERAL - LEVEL ACROSS 2 CENTER SEAT RAILS
LEVELING DIAGRAM LEVELING DIAGRAM

(2) C.G. Arm of airplane as weighed (2) C.G. Arm of airplane as weighed
(137 + 15) — (103.6) (N) = (137 + 15) — (103.6) (N) =
T T
Inches Aft of Datum Inches Aft of Datum
6-4 6-4
(c) Basic Empty Weight (c) Basic Empty Weight
Arm Arm
Weight x (Inches Aft = Moment Weight x (Inches Aft = Moment
Item (Lbs) of Datum) (In-Lbs) Item (Lbs) of Datum) (In-Lbs)
Weigh (as Weighed) Weigh (as Weighed)
Unusable Fuel (8 gal.) 54 126 6804 Unusable Fuel (8 gal.) 54 126 6804
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 Gra vity Location and Useful Load The Basic Empty Weight, Center of Gra vity Location and Useful Load
listed in Figure 6-7 are for the airplane as deli vered from the factory. These listed in Figure 6-7 are for the airplane as deli vered from the factory. These
figures apply only to the specif ic airplane serial number and re gistration figures apply only to the specif ic airplane serial number and re gistration
number shown. number shown.
The basic empty weight of the airplane as delivered from the factory has The basic empty weight of the airplane as delivered from the factory has
been entered in the W eight and Balance Record (Figure 6-9). This form is been entered in the W eight and Balance Record (Figure 6-9). This form is
provided to present the current status of the airplane basic empty weight and provided to present the current status of the airplane basic empty weight and
a complete history of pre vious modif ications. An y change to the a complete history of pre vious modif ications. An y change to the
permanently installed equipment or modif ication which af fects weight or permanently installed equipment or modif ication which af fects weight or
moment must be entered in the Weight and Balance Record. moment must be entered in the Weight and Balance Record.
Permanent ballast is installed in the forw ard baggage compartment on Permanent ballast is installed in the forw ard baggage compartment on
aircraft serial numbers 31T -7904001 through 31T -7904005 without Piper aircraft serial numbers 31T -7904001 through 31T -7904005 without Piper
Kit No. 763 909 installed. The purpose of this ballast is to assist the pilot Kit No. 763 909 installed. The purpose of this ballast is to assist the pilot
in keeping the C.G. within the envelope when a seven place seating arrange- in keeping the C.G. within the envelope when a seven place seating arrange-
ment is used. The amount of ballast is determined at the time of delivery and ment is used. The amount of ballast is determined at the time of delivery and
will v ary from aircraft to aircraft depending upon the amount of optional will v ary from aircraft to aircraft depending upon the amount of optional
equipment installed. The maximum forw ard baggage capacity is then equipment installed. The maximum forw ard baggage capacity is then
reduced by the amount of ballast installed. See paragraph 6.15(f) Item 181 reduced by the amount of ballast installed. See paragraph 6.15(f) Item 181
for the applicable maximum baggage capacity. for the applicable maximum baggage capacity.
MODEL. PA-31T1 CHEYENNE I MODEL. PA-31T1 CHEYENNE I
Airplane Serial Number________________________ Airplane Serial Number________________________
Registration Number __________________________ Registration Number __________________________
Data _______________________________________ Data _______________________________________
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) (In-Lbs) Item (Lbs) of Datum) (In-Lbs)
Standard Empty Weight* Standard Empty Weight*
Optional Equipment (if applicable) Optional Equipment (if applicable)
Basic Empty Weight Basic Empty Weight
*The standard empty weight includes full 6.5 gallon oil capacity , full *The standard empty weight includes full 6.5 gallon oil capacity , full
operating fluids, and 8 gallons of unusable fuel. operating fluids, and 8 gallons of unusable fuel.
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Max. Ramp Weight) - (Basic Empty Weight) = Useful Load (Max. Ramp Weight) - (Basic Empty Weight) = Useful Load
(8750 lbs.) - ( lbs.) = lbs. (8750 lbs.) - ( lbs.) = lbs.
THIS B ASIC EMPTY WEIGHT C.G. AND USEFUL LO AD ARE THIS B ASIC EMPTY WEIGHT C.G. AND USEFUL LO AD ARE
FOR THE AIRPLANE AS DELIVERED FR OM THE F ACTORY. FOR THE AIRPLANE AS DELIVERED FR OM THE F ACTORY.
REFER T O APPR OPRIATE AIRCRAFT RECORD WHEN REFER T O APPR OPRIATE AIRCRAFT RECORD WHEN
ALTERNATIONS HAVE BEEN MADE. ALTERNATIONS HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM WEIGHT AND BALANCE DATA FORM
PA-31T1 Serial Number Registration Number Page Number
Running Basic
Weight Change Empty Weight
Date Description of Article
Wt. Arm Moment Wt. Moment
Item No.
or Modification
Added (+)
Removed (-)
(Lb.) (In.) /100 (Lb.) /100
As Delivered

PA-31T1, CHEYENNE I
Figure 6-9
WEIGHT AND BALANCE RECORD
WEIGHT AND BALANCE
6-7
REPORT: 2124
SECTION 6

Running Basic
Item No.
or Modification
Added (+)
Removed (-)
(Lb.) (In.) /100 (Lb.) /100

As Delivered

PA-31T1, CHEYENNE I
Figure 6-9
WEIGHT AND BALANCE RECORD
WEIGHT AND BALANCE
6-7
REPORT: 2124
SECTION 6
6-8
Running Basic
SECTION 6
REPORT: 2124
Item No.
or Modification
Added (+)
Removed (-)
(Lb.) (In.) /100 (Lb.) /100
WEIGHT AND BALANCE
Figure 6-9 (cont)

WEIGHT AND BALANCE RECORD (cont)

PA-31T1, CHEYENNE I
6-8
Running Basic
SECTION 6
REPORT: 2124
Item No.
or Modification
Added (+)
Removed (-)
(Lb.) (In.) /100 (Lb.) /100

WEIGHT AND BALANCE
Figure 6-9 (cont)

WEIGHT AND BALANCE RECORD (cont)

PA-31T1, CHEYENNE I
6.7 GENERAL LOADING RECOMMENDATIONS 6.7 GENERAL LOADING RECOMMENDATIONS
Load occupants from front to rear progressi vely and observ e zero fuel Load occupants from front to rear progressi vely and observ e zero fuel
weight limitations. weight limitations.
(a) 1 to 5 Occupants (a) 1 to 5 Occupants
Load rear baggage compartment to capacity first. Load rear baggage compartment to capacity first.
(b) 6 Occupants (b) 6 Occupants

Load front and rear baggage compartments equally. Load front and rear baggage compartments equally.
(c) 7 Occupants (c) 7 Occupants

Baggage (ballast on aircraft serial numbers 31T -7904001 Baggage (ballast on aircraft serial numbers 31T -7904001
through 31T-7904005 without Piper Kit No. 763 909 installed) through 31T-7904005 without Piper Kit No. 763 909 installed)
must be loaded in the front baggage compartment to ensure must be loaded in the front baggage compartment to ensure
C.G. remains within 136 inches rearw ard limit Fuel may ha ve C.G. remains within 136 inches rearw ard limit Fuel may ha ve
to be reduced to k eep total weight within 8750 lb . Ramp to be reduced to k eep total weight within 8750 lb . Ramp
Weight limit. Locate heaviest occupants forward. Weight limit. Locate heaviest occupants forward.
NOTE NOTE
These general loading recommendations These general loading recommendations

suggest normal proper loading procedures. The suggest normal proper loading procedures. The
charts, graphs, instructions, and plotter should charts, graphs, instructions, and plotter should
be checked to assure that the airplane is within be checked to assure that the airplane is within
the allo wable weight vs. center of gra vity the allo wable weight vs. center of gra vity
envelope. envelope.
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT 6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
(a) Add the weight of all items to be loaded to the Basic Empty W eight. (a) Add the weight of all items to be loaded to the Basic Empty W eight.
(b) Use the Loading Chart (Figure 6-15) to determine the moment of all (b) Use the Loading Chart (Figure 6-15) to determine the moment of all
items to be carried in the airplane. items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the Basic Empty (c) Add the moment of all items to be loaded to the Basic Empty
Weight moment. Weight 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) (abo ve), locate a point (e) By using the figures of item (a) and item (d) (abo ve), locate a point
on the Weight, Moment and C.G. Limits graph (Figure 6-17). If the on the Weight, Moment and C.G. Limits graph (Figure 6-17). If the
point f alls within the C.G. en velope, the loading meets the weight point f alls within the C.G. en velope, the loading meets the weight
and balance requirements. and balance requirements.
(f) Location of the point on the W eight, Moment and C.G. Limits (f) Location of the point on the W eight, Moment and C.G. Limits
graph indicates whether the airplane is slightly nose hea vy or graph indicates whether the airplane is slightly nose hea vy or
slightly tail hea vy and can assist in setting pitch trim for tak eoff. slightly tail hea vy and can assist in setting pitch trim for tak eoff.
IT IS THE RESPONSIBILITY OF THE PILO T AND AIRCRAFT IT IS THE RESPONSIBILITY OF THE PILO T AND AIRCRAFT
OW N E R T O I N S U R E T H A T T H E A I R P L A N E I S L O A D E D OW N E R T O I N S U R E T H A T T H E A I R P L A N E I S L O A D E D
PROPERLY. PROPERLY.
6-10 6-10
Item Wt. Lbs. Arm-In. Moment Item Wt. Lbs. Arm-In. Moment
Basic Airplane 5 1 2 9 129.0 6 6 1 6 4 1 Basic Airplane 5 1 2 9 129.0 6 6 1 6 4 1
Revised Airplane Revised Airplane
Pilot’s Seat 7 0 119.0 2 0 2 3 0 Pilot’s Seat 7 0 119.0 2 0 2 3 0
Copilot’s Seat 1 7 0 119.0 2 0 2 3 0 Copilot’s Seat 1 7 0 119.0 2 0 2 3 0
Seat No. 3 166./159 (Reversed) Seat No. 3 166./159 (Reversed)
Seat No. 5 1 7 0 198.0 3 3 6 6 0 Seat No. 5 1 7 0 198.0 3 3 6 6 0
Seat No. 6 1 7 0 198.0 3 3 6 6 0 Seat No. 6 1 7 0 198.0 3 3 6 6 0
Seat No. 7 229.0 Seat No. 7 229.0
Fwd. Baggage 30.0 Fwd. Baggage 30.0
Rwd. Baggage 1 2 0 255.0 3 0 6 0 0 Rwd. Baggage 1 2 0 255.0 3 0 6 0 0
Fuel 300 Gal. 2 0 1 0 2 7 8 2 0 0 Fuel 300 Gal. 2 0 1 0 2 7 8 2 0 0
Total Wt. 7 9 3 9 Total Moment 1 0 7 8 2 2 1 Total Wt. 7 9 3 9 Total Moment 1 0 7 8 2 2 1
C.G. Location for Takeoff 135.81 C.G. Location for Takeoff 135.81
SAMPLE LOADING PROBLEM SAMPLE LOADING PROBLEM

Item Wt. Lbs. Arm-In. Moment Item Wt. Lbs. Arm-In. Moment
Basic Airplane Basic Airplane
Revised Airplane Revised Airplane
Pilot’s Seat 119.0 Pilot’s Seat 119.0
Copilot’s Seat 119.0 Copilot’s Seat 119.0
Seat No. 5 198.0 Seat No. 5 198.0
Seat No. 6 198.0 Seat No. 6 198.0
Seat No. 7 229.0 Seat No. 7 229.0
Fwd. Baggage 30.0 Fwd. Baggage 30.0
Rwd. Baggage 255.0 Rwd. Baggage 255.0
Fuel Gal. Fuel Gal.
Total Wt. Total Moment Total Wt. Total Moment
C.G. Location for Takeoff C.G. Location for Takeoff
WORK SHEET WORK SHEET

6-12 6-12
OCCUPANTS OCCUPANTS
Crew Seats 3 & 4 Seats 3 & 4 Seats Seat Crew Seats 3 & 4 Seats 3 & 4 Seats Seat
Seat Fwd Facing Aft Facing 5&6 7 Seat Fwd Facing Aft Facing 5&6 7
Arm 119 Arm 166 Arm 159 Arm 198 Arm 229 Arm 119 Arm 166 Arm 159 Arm 198 Arm 229
Weight Weight
Lbs. Moment / 100 Lbs. Moment / 100
120 143 199 191 238 275 120 143 199 191 238 275
130 155 216 207 257 298 130 155 216 207 257 298
140 167 232 223 277 321 140 167 232 223 277 321
150 179 249 239 297 344 150 179 249 239 297 344
160 190 266 254 317 366 160 190 266 254 317 366
170 202 282 270 337 389 170 202 282 270 337 389
180 214 299 286 356 412 180 214 299 286 356 412
190 226 315 302 376 435 190 226 315 302 376 435
200 238 312 318 396 458 200 238 312 318 396 458
USABLE FUEL USABLE FUEL
Gal. Weight Lbs. Moment / 100 Gal. Weight Lbs. Moment / 100
50 335 445 50 335 445

100 670 893 100 670 893
150 1005 1361 150 1005 1361
200 1340 1844 200 1340 1844
250 1675 2320 250 1675 2320
300 2010 2782 300 2010 2782
336 2251 3113 336 2251 3113
350 2345 3243 350 2345 3243
366 2452 3391 366 2452 3391
8 gal. unusable fuel (54 lbs., 6804 in.-lbs.) included in basic weight. 8 gal. unusable fuel (54 lbs., 6804 in.-lbs.) included in basic weight.
LOADING CHART LOADING CHART

BAGGAGE BAGGAGE
Fwd* Rear Fwd* Rear

Arm = 30 Arm = 255 Arm = 30 Arm = 255
Weight Weight
Lbs. Moment / 100 Lbs. Moment / 100
10 3 26 10 3 26
20 6 51 20 6 51
30 9 77 30 9 77
40 12 102 40 12 102
50 15 128 50 15 128
60 18 153 60 18 153
70 21 179 70 21 179
80 24 204 80 24 204
90 27 230 90 27 230
100 30 255 100 30 255
110 33 281 110 33 281
120 36 306 120 36 306
130 39 332 130 39 332
140 42 357 140 42 357
150 45 383 150 45 383
160 48 408 160 48 408
170 51 434 170 51 434
180 54 459 180 54 459
190 57 485 190 57 485
200 60 510 200 60 510
210 63 210 63
220 66 220 66
230 69 230 69
240 72 240 72
250 75 250 75
260 78 260 78
270 81 270 81
280 84 280 84
290 87 290 87
300 90 300 90
*Maximum baggage capacity will be reduced when a se ven place seating *Maximum baggage capacity will be reduced when a se ven place seating
arrangement is used on aircraft serial numbers 31T -7904001 through arrangement is used on aircraft serial numbers 31T -7904001 through
31T-7904005 without Piper Kit No. 763909 installed. See paragraph 6.15(1) 31T-7904005 without Piper Kit No. 763909 installed. See paragraph 6.15(1)
Item 181 for applicable weight. Item 181 for applicable weight.
LOADING CHART (cont) LOADING CHART (cont)

Figure 6-15 (cont) Figure 6-15 (cont)
C.G. LIMITS GRAPH C.G. LIMITS GRAPH

6-15 6-15
6.11 WEIGHT AND BALANCE VISUAL PLOTTER 6.11 WEIGHT AND BALANCE VISUAL PLOTTER
The Weight and Balance Visual Plotter (Figure 6-19) furnished with the The Weight and Balance Visual Plotter (Figure 6-19) furnished with the
airplane will enable the pilot to graphically determine whether or not his airplane will enable the pilot to graphically determine whether or not his
proposed loading will f all within the allo wable envelope. It will also allo w proposed loading will f all within the allo wable envelope. It will also allo w
him to easily determine the necessary adjustments to mak e if his f irst him to easily determine the necessary adjustments to mak e if his f irst
proposed loading is not within this en velope. On the back of the plotter are proposed loading is not within this en velope. On the back of the plotter are
printed instructions for use and general loading recommendations. printed instructions for use and general loading recommendations.
When plotting successive points, the pilot is graphically adding weights When plotting successive points, the pilot is graphically adding weights
and corresponding moments. As the weight increases, through the addition and corresponding moments. As the weight increases, through the addition
of various items of disposable load, the pilot will see the shift in the center of of various items of disposable load, the pilot will see the shift in the center of
gravity. gravity.
Going clockwise around the en velope, the hea vy lines represent Going clockwise around the en velope, the hea vy lines represent
allowable weight at the forw ard C.G. limit (126.5 in.), the maximum allowable weight at the forw ard C.G. limit (126.5 in.), the maximum
allowable weight as the C.G. shifts rearw ard, the maximum weight with no allowable weight as the C.G. shifts rearw ard, the maximum weight with no
fuel (7200 lbs.), the gross weight (8700 lbs.), the ramp weight (8750 lbs.), and fuel (7200 lbs.), the gross weight (8700 lbs.), the ramp weight (8750 lbs.), and
the maximum rearward C.G. limit (136 in.). the maximum rearward C.G. limit (136 in.).
Before arranging his load, the pilot should consult the General Loading Before arranging his load, the pilot should consult the General Loading
Recommendations. Recommendations.
IT IS THE RESPONSIBILITY OF THE O WNER AND PILO T T O IT IS THE RESPONSIBILITY OF THE O WNER AND PILO T T O
ASCERTAIN THAT THE AIRPLANE AL WAYS REMAINS WITHIN ASCERTAIN THAT THE AIRPLANE AL WAYS REMAINS WITHIN
THE ALLO WABLE WEIGHT VS. CENTER OF GRA VITY THE ALLO WABLE WEIGHT VS. CENTER OF GRA VITY
ENVELOPE WHILE IN FLIGHT. ENVELOPE WHILE IN FLIGHT.
6.13 INSTRUCTION FOR USING PLOTTER 6.13 INSTRUCTION FOR USING PLOTTER
(a) Locate and mark on the f ace of the plotter the point corresponding (a) Locate and mark on the f ace of the plotter the point corresponding
with Basic Empty Weight and C. G. Location. This point represents with Basic Empty Weight and C. G. Location. This point represents
the Basic Empty W eight of the airplane with oil, operating fluids the Basic Empty W eight of the airplane with oil, operating fluids
and 54 pounds (8 gallons) of unusable fuel included. The mark may and 54 pounds (8 gallons) of unusable fuel included. The mark may
be made in ink, as this is the point from which all computations are be made in ink, as this is the point from which all computations are
started. started.
(b) Locate the base (zero) of the “1ST AND 2ND SEA T” slot o ver the (b) Locate the base (zero) of the “1ST AND 2ND SEA T” slot o ver the
starting point, and establish a second (ne w) point at the combined starting point, and establish a second (ne w) point at the combined
weight of the front seat occupants. weight of the front seat occupants.
(c) The base (zero pound mark) of the applicable 3RD AND 4TH (c) The base (zero pound mark) of the applicable 3RD AND 4TH
SEAT slot, (Aft) or (F ore), is then centered o ver the second point, SEAT slot, (Aft) or (F ore), is then centered o ver the second point,
and a ne w point is established at the combined weight of the seat and a ne w point is established at the combined weight of the seat
occupants. occupants.
(d) Similarly, the bases (zero pound mark) of the 5TH AND 6TH (d) Similarly, the bases (zero pound mark) of the 5TH AND 6TH
SEAT, and 7TH SEA T slots are mo ved o ver each preceding point SEAT, and 7TH SEA T slots are mo ved o ver each preceding point
and a new point established at the appropriate weight. and a new point established at the appropriate weight.
(e) Center the base (zero pound mark) of the FORE B AGGAGE slot (e) Center the base (zero pound mark) of the FORE B AGGAGE slot
over the point of the last seat point plotted, and establish a point in over the point of the last seat point plotted, and establish a point in
the slot corresponding to the nose compartment baggage weight. the slot corresponding to the nose compartment baggage weight.
(f) Rear baggage is then plotted using the same procedure as abo ve, (f) Rear baggage is then plotted using the same procedure as abo ve,
with the base (zero pound mark) of the AFT B AGGAGE slot with the base (zero pound mark) of the AFT B AGGAGE slot
centered at the point established for the FORE BAGGAGE. centered at the point established for the FORE BAGGAGE.
(g) Place the base (zero pound mark) of the “A” fuel slot at point where (g) Place the base (zero pound mark) of the “A” fuel slot at point where
the AFT B AGGAGE w as mark ed; plot “ A” fuel. Using the point the AFT B AGGAGE w as mark ed; plot “ A” fuel. Using the point
marked for the “A” fuel, plot “B” fuel. (See Paragraph 6.7 - General marked for the “A” fuel, plot “B” fuel. (See Paragraph 6.7 - General
Loading Recommendations - for baggage and fuel loading.) Loading Recommendations - for baggage and fuel loading.)
(h) If tip tanks are installed, place base (1800 pounds) of TIP T ANK (h) If tip tanks are installed, place base (1800 pounds) of TIP T ANK
(“C” fuel) slot over point marked for “B” fuel; plot “C” fuel. (“C” fuel) slot over point marked for “B” fuel; plot “C” fuel.
NOTES NOTES
Should the fuel slot lea ve the “C.G. En velope” Should the fuel slot lea ve the “C.G. En velope”
(outlined in red) between 130.5 and 136 inches, (outlined in red) between 130.5 and 136 inches,
the fuel indicated at the e xit point is the the fuel indicated at the e xit point is the
maximum allowable. maximum allowable.
Should the fuel slot lea ve the “C.G. En velope” Should the fuel slot lea ve the “C.G. En velope”
other than between 130.5 and 136 inches, the other than between 130.5 and 136 inches, the
baggage or passenger load should be baggage or passenger load should be
redistributed forw ard or aft, as required, to redistributed forw ard or aft, as required, to
allow a higher load up to 8700 pounds. allow a higher load up to 8700 pounds.
The dotted outline at 8750 pounds pro vides an The dotted outline at 8750 pounds pro vides an
additional 50 pounds of fuel for taxiing additional 50 pounds of fuel for taxiing
purposes only when fuel is limited in f avor of purposes only when fuel is limited in f avor of
payload. In no case shall the payload result in a payload. In no case shall the payload result in a
zero fuel airplane weight in e xcess of 7200 zero fuel airplane weight in e xcess of 7200
pounds. pounds.
WEIGHT AND BALANCE VISUAL PLOTTER WEIGHT AND BALANCE VISUAL PLOTTER
6.15 EQUIPMENT LIST
The following is a list of equipment that may be installed in the P A-31T1. It consists of those items used for
defining the configuration of an airplane when the basic empty weight is established at the time of deli ver. Items
marked with an “X” are those items which were installed on the airplane described belo w as deli vered by the
manufacturer.
Unless otherwise indicated. the installation certif ication number (Cert. Basis) for the equipment included in
this list is TC A8EA.

PA-31T1, CHEYENNE I
PIPER AIRCRAFT CORPORATION PA-31T1, CHEYENNE I
SERIAL NO._____________________ REGISTRATION NO._______________________ DATE: __________

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

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
1 Two Propellers. Hartzell Model

HC-B3TN-3B/T10173B-8,
Per PAC Dwg. 50836
Cert. Basis - TC P15EA ______ 119.0 ea. 41.3 4915
WEIGHT AND BALANCE
6-19
REPORT: 2124
SECTION 6
6.15 EQUIPMENT LIST
The following is a list of equipment that may be installed in the P A-31T1. It consists of those items used for
defining the configuration of an airplane when the basic empty weight is established at the time of deli ver. Items
marked with an “X” are those items which were installed on the airplane described belo w as deli vered by the
manufacturer.
Unless otherwise indicated. the installation certif ication number (Cert. Basis) for the equipment included in
this list is TC A8EA.

PA-31T1, CHEYENNE I
PIPER AIRCRAFT CORPORATION PA-31T1, CHEYENNE I
SERIAL NO._____________________ REGISTRATION NO._______________________ DATE: __________

(a) Propeller and Propeller Accessories

1 Two Propellers. Hartzell Model

HC-B3TN-3B/T10173B-8,
Per PAC Dwg. 50836
Cert. Basis - TC P15EA ______ 119.0 ea. 41.3 4915
WEIGHT AND BALANCE
6-19
REPORT: 2124
SECTION 6
(a) Propeller and Propeller Accessories (cont)
6-20
SECTION 6
3 Two Hydraulic Propeller Governors
REPORT: 2124
Woodward Model 210590, Per
PAC Dwg. 50898 ______ 2.6 ea. 50.0 130
5 Two Propeller Spinners, Per

WEIGHT AND BALANCE
PAC Dwg. 51085 ______ 8.0 ea. 41.3 330
7 Two Propeller Spinner Rear

Bulkheads, Per PAC Dwg. 51083 ______ 1.2 ea. 55.5 67

PA-31T1, CHEYENNE I
(a) Propeller and Propeller Accessories (cont)
6-20
SECTION 6
3 Two Hydraulic Propeller Governors
REPORT: 2124
Woodward Model 210590, Per
PAC Dwg. 50898 ______ 2.6 ea. 50.0 130
5 Two Propeller Spinners, Per

WEIGHT AND BALANCE
PAC Dwg. 51085 ______ 8.0 ea. 41.3 330
7 Two Propeller Spinner Rear

Bulkheads, Per PAC Dwg. 51083 ______ 1.2 ea. 55.5 67
PA-31T1, CHEYENNE I
(b) Engine and Engine Accessories

21 Two Engines, Per PAC

Dwg. 49585-2
Cert. Basis - E4EA ______ 317.0 ea. 72.9 23109

PA-31T1, CHEYENNE I
23 Two Oil Coolers. Harrison,

Per PAC Dwg. 51173-2 ______ 9.3 ea. 107.5 1000
25 Four Fuel Pumps, Electric

a. Airborne Manuf. Per
PAC Dwg. 55428-2 ______ 2.5 ea. 135.0 338

b. Lear-Siegler Per PAC
Dwg. 50595-2 ______ 3.4 ea. 135.0 459
27 Two Hydraulic Pumps, Eastern

Industries Model 1213, HBG
Type 294, Per PAC Dwg.
26802-5 ______ 1.8 ea. 98.3 177
29 Two Tachometer Generators

(Ng) Per PAC Dwg. 50196 ______ .8 ea. 98.3 79
WEIGHT AND BALANCE
6-21
REPORT: 2124
SECTION 6
(b) Engine and Engine Accessories

21 Two Engines, Per PAC

Dwg. 49585-2
Cert. Basis - E4EA ______ 317.0 ea. 72.9 23109

PA-31T1, CHEYENNE I
23 Two Oil Coolers. Harrison,

Per PAC Dwg. 51173-2 ______ 9.3 ea. 107.5 1000
25 Four Fuel Pumps, Electric

a. Airborne Manuf. Per
PAC Dwg. 55428-2 ______ 2.5 ea. 135.0 338

b. Lear-Siegler Per PAC
Dwg. 50595-2 ______ 3.4 ea. 135.0 459
27 Two Hydraulic Pumps, Eastern

Industries Model 1213, HBG
Type 294, Per PAC Dwg.
26802-5 ______ 1.8 ea. 98.3 177

(Ng) Per PAC Dwg. 50196 ______ .8 ea. 98.3 79
WEIGHT AND BALANCE
6-21
REPORT: 2124
SECTION 6
(b) Engine and Engine Accessories (cont)
6-22
SECTION 6
REPORT: 2124
(Np) Per PAC Dwg. 50196 ______ .8 ea. 52.1 42
33 Freon Compressor, Drive,

Electromagnetic Clutch and
WEIGHT AND BALANCE
Oil Per PAC Dwg. 50135 and

50900 ______ 51.6 98.3 5072
35 Torquemeter Transducer BEN

7749-80A5-1 ______ 1.0 ea. 52.1 52
(c) Landing Gear and Brakes

51 Two Main Wheel Assemblies

Cleveland Wheel No. 40-106
Per PAC Dwg. 45519-8 (Left)
and 45519-9 (Right)
Cert. Basis - TSO C26a ______ 20.8 ea. 152.0 3162
REVISED: FEBRUARY 1, 1979

PA-31T1, CHEYENNE I
(b) Engine and Engine Accessories (cont)
6-22
SECTION 6
REPORT: 2124
(Np) Per PAC Dwg. 50196 ______ .8 ea. 52.1 42
33 Freon Compressor, Drive,

Electromagnetic Clutch and
WEIGHT AND BALANCE
Oil Per PAC Dwg. 50135 and

50900 ______ 51.6 98.3 5072
35 Torquemeter Transducer BEN

7749-80A5-1 ______ 1.0 ea. 52.1 52
(c) Landing Gear and Brakes

51 Two Main Wheel Assemblies

Cleveland Wheel No. 40-106
and 45519-9 (Right)
REVISED: FEBRUARY 1, 1979
PA-31T1, CHEYENNE I
(c) Landing Gear and Brakes (cont)

53 Two Main Tires. 6.50 x 10,

10-Ply Rating, Type III with
Regular Tubes
Cert. Basis - TSO C62b ______ 17.8 ea. 152.0 2706

PA-31T1, CHEYENNE I
54 One Nose Wheel Assembly

Cleveland Aircraft Products
No. 40-140

Cert. Basis - TSO C26b ______ 5.5 48.5 267
55 One Nose Wheel Assembly,

No. 40-120A
Cert. Basis - TSO C62b ______ 3.8 48.5 184

Goodrich No. 3-1076
Cert. Basis - TSO C26b ______ 6.3 48.5 306
57 One Nose Tire, 17.5 x 6.25-6

Regular Tube
Cert. Basis - TSO C62b ______ 12.5 48.5 606
6-23
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6

53 Two Main Tires. 6.50 x 10,

Regular Tubes

PA-31T1, CHEYENNE I

REVISED: SEPTEMBER 30, 1981 No. 40-140
Cert. Basis - TSO C26b ______ 5.5 48.5 267

No. 40-120A
Cert. Basis - TSO C62b ______ 3.8 48.5 184

Goodrich No. 3-1076
Cert. Basis - TSO C26b ______ 6.3 48.5 306
57 One Nose Tire, 17.5 x 6.25-6

Regular Tube
Cert. Basis - TSO C62b ______ 12.5 48.5 606
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-23
6-24
SECTION 6
59 Two Brake Assemblies.
REPORT: 2124
Cleveland Brake No. 30-106
and 45519-9 (Right) ______ 11.9 ea. 152.0 1809
(d) Electrical Equipment

WEIGHT AND BALANCE

71 Two Starter/Generators
200-Amp ea., Lear-Siegler ______ 32.0 ea. 100.9 3229
or
Auxilec 8013C ______ 24.5 ea. 100.9 2472
73 Two Landing Lights, 28 Volt,

250 Watt GE No. 4596 ______ 2.0 ea. 50.5 101
75 Windshield Wiper, Per PAC

Dwg. 46285 ______ 5.5 81.1 446
77 Pilot’s Heated Windshield

Per PAC Dwg. 49773-2
(S/N 31T-8004001 and up) ______ 27.5 92.7 2549

PA-31T1, CHEYENNE I

6-24
SECTION 6
59 Two Brake Assemblies.
REPORT: 2124
Cleveland Brake No. 30-106
and 45519-9 (Right) ______ 11.9 ea. 152.0 1809
(d) Electrical Equipment

WEIGHT AND BALANCE

71 Two Starter/Generators
200-Amp ea., Lear-Siegler ______ 32.0 ea. 100.9 3229
or
Auxilec 8013C ______ 24.5 ea. 100.9 2472
73 Two Landing Lights, 28 Volt,

250 Watt GE No. 4596 ______ 2.0 ea. 50.5 101
75 Windshield Wiper, Per PAC

Dwg. 46285 ______ 5.5 81.1 446

(S/N 31T-8004001 and up) ______ 27.5 92.7 2549
PA-31T1, CHEYENNE I

(d) Electrical Equipment (cont)

79 Copilot Heated Windshield

(S/N 31T-8004001 thru 31T-8004057) ______ 27.5 92.7 2549
or
PA-31T1, CHEYENNE I

(S/N 31T-8104001 and up) ______ 27.5 92.7 2549
ISSUED: JANUARY 31, 1980

81 Two Wing Tip Position/Anti-
Collision (Strobe) Lights Per
PAC Dwg. 51210-2 and -3

and Two Power Supplies Per
PAC Dwg. 51212 ______ 2.9 142.5 413
82 Two Wing Tip position/Anti-

Collision (strobe) Lights Per
PAC Dwg. 29479-2 and -3
and two Power Supplies per PAC
Dwg. A490A-TS-DF-14/28 Whelen ______ 4.0 142.5 570
83 One Tail Position Light,

Per PAC Dwg. 43346-3 ______ .4 368.4 147
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-24a

79 Copilot Heated Windshield

(S/N 31T-8004001 thru 31T-8004057) ______ 27.5 92.7 2549
or
PA-31T1, CHEYENNE I

(S/N 31T-8104001 and up) ______ 27.5 92.7 2549
REVISED: AUGUST 28, 1980 81 Two Wing Tip Position/Anti-
Collision (Strobe) Lights Per
PAC Dwg. 51210-2 and -3

and Two Power Supplies Per
PAC Dwg. 51212 ______ 2.9 142.5 413
82 Two Wing Tip position/Anti-

Collision (strobe) Lights Per
PAC Dwg. 29479-2 and -3
and two Power Supplies per PAC
Dwg. A490A-TS-DF-14/28 Whelen ______ 4.0 142.5 570
83 One Tail Position Light,

Per PAC Dwg. 43346-3 ______ .4 368.4 147
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-24a
6-24b
SECTION 6
84 One Tail Position Light
REPORT: 2124
Per PAC Dwg. 43346-4 ______ .3 368.4 111
85 One Battery, 24 Volt, Per

PAC Dwg. 50930 ______ 80.0 6.0 480
WEIGHT AND BALANCE
87 Electric Propeller Deicing System

Per PAC Dwg. 55110 or 29714 ______ 11.2 55.3 619
89 Cabin Thermostat
Per PAC Dwg. 29616-2 ______ .1 163.0 16
(e) Instruments

91 Airspeed Indicator Per Piper

PS50099-5 or-7 ______ 1.5 96.0 144
93 Magnetic Compass Per PAC

Dwg. 42580 ______ .8 96.0 77

PA-31T1, CHEYENNE I
6-24b
SECTION 6
84 One Tail Position Light
REPORT: 2124
Per PAC Dwg. 43346-4 ______ .3 368.4 111
85 One Battery, 24 Volt, Per

PAC Dwg. 50930 ______ 80.0 6.0 480
WEIGHT AND BALANCE
87 Electric Propeller Deicing System

Per PAC Dwg. 55110 or 29714 ______ 11.2 55.3 619
89 Cabin Thermostat
Per PAC Dwg. 29616-2 ______ .1 163.0 16
(e) Instruments

91 Airspeed Indicator Per Piper

PS50099-5 or-7 ______ 1.5 96.0 144
93 Magnetic Compass Per PAC

Dwg. 42580 ______ .8 96.0 77
PA-31T1, CHEYENNE I
(e) Instruments (cont)

95 Sensitive Altimeter Per Piper

PS50008-4 ______ 1.3 96.0 125
97 Turn and Bank Indicator

PA-31T1, CHEYENNE I
Per Piper PS50128-13 ______ 1.8 96 0 173
99 Rate of Climb Per Piper

PS50104-3 ______ 1.0 96.0 96

101 Eight-Day Clock - Wakmann

W-33-7510ET or Longines
ALL-90P-ET ______ .4 96.0 38
102 Digital Clock Instl.

Piper Dwg. 55642
a. Per PAC Dwg. 29692-2 ______ 0.2 96.0 19
b. Per PAC Dwg. 29202-2 ______ 0.3 96.0 29
103 Outside Air Temp Per PAC

Dwg. 46457 ______ .3 96.0 29
6-25
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6

95 Sensitive Altimeter Per Piper

PS50008-4 ______ 1.3 96.0 125
97 Turn and Bank Indicator

PA-31T1, CHEYENNE I
Per Piper PS50128-13 ______ 1.8 96 0 173

REVISED: NOVEMBER 7, 1983 PS50104-3 ______ 1.0 96.0 96

ALL-90P-ET ______ .4 96.0 38

Piper Dwg. 55642
a. Per PAC Dwg. 29692-2 ______ 0.2 96.0 19
b. Per PAC Dwg. 29202-2 ______ 0.3 96.0 29
103 Outside Air Temp Per PAC

Dwg. 46457 ______ .3 96.0 29
6-25
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-26
SECTION 6
105 Electrical System Monitor
REPORT: 2124
Indicator Per PAC Dwg.
51051 ______ .5 96.0 48
107 Two Ammeters Per PAC

WEIGHT AND BALANCE
Dwg. 51050 ______ .5 ea. 96.0 48
109 Two Torque Gauges Per

PAC Dwg. 49593-2 or 29146-2
or Piper PS50154-3 ______ .5 ea. 96.0 48
111 Two Tachometers (Ng)

Per PAC Dwg. 51000 ______ 1.0 ea. 96.0 96
113 Two Tachometers (Np)

Per PAC Dwg. 50998 ______ 1.0 ea. 96.0 96
115 Engine Hour Recorder

Per PAC Dwg. 51006 ______ .4 95.0 38
117 Dual Fuel Quan. Gauge

Per PAC Dwg. 51010 ______ 1.5 96.0 144

PA-31T1, CHEYENNE I

6-26
SECTION 6
105 Electrical System Monitor
REPORT: 2124
Indicator Per PAC Dwg.
51051 ______ .5 96.0 48
107 Two Ammeters Per PAC

WEIGHT AND BALANCE
Dwg. 51050 ______ .5 ea. 96.0 48
109 Two Torque Gauges Per

PAC Dwg. 49593-2 or 29146-2
or Piper PS50154-3 ______ .5 ea. 96.0 48
111 Two Tachometers (Ng)

Per PAC Dwg. 51000 ______ 1.0 ea. 96.0 96
113 Two Tachometers (Np)

Per PAC Dwg. 50998 ______ 1.0 ea. 96.0 96
115 Engine Hour Recorder

Per PAC Dwg. 51006 ______ .4 95.0 38
117 Dual Fuel Quan. Gauge

Per PAC Dwg. 51010 ______ 1.5 96.0 144
PA-31T1, CHEYENNE I


119 Two Fuel Pressure Gauges

and Transducer, Per PAC
Dwg. 55569-02 ______ 1.4 ea. 105.9 148

PA-31T1, CHEYENNE I
121 Two Fuel Flow Gauges

Per PAC Dwg. 54872-2 ______ .8 ea. 96.0 77
123 Two Inter Turbine Temp.

Gauges Per PAC Dwg. 49594-2 ______ .8 ea. 96.0 77
125 Wing Flap Position Indicator

Per PAC Dwg. 51185 ______ .2 96.0 19
127 Cabin Altitude Control, Per

PAC Dwg. 48317 ______ 2.0 96.0 192
129 Cabin Differential Pressure

and Cabin Altitude Gauge
Per PAC Dwg. 50589 ______ .5 96.0 48
131 Cabin Rate of Climb, Per

Piper PS50094-2 ______ .7 96.0 67
WEIGHT AND BALANCE
6-27
REPORT: 2124
SECTION 6

119 Two Fuel Pressure Gauges

and Transducer, Per PAC
Dwg. 55569-02 ______ 1.4 ea. 105.9 148

PA-31T1, CHEYENNE I
121 Two Fuel Flow Gauges

Per PAC Dwg. 54872-2 ______ .8 ea. 96.0 77
123 Two Inter Turbine Temp.

Gauges Per PAC Dwg. 49594-2 ______ .8 ea. 96.0 77
125 Wing Flap Position Indicator

Per PAC Dwg. 51185 ______ .2 96.0 19
127 Cabin Altitude Control, Per

PAC Dwg. 48317 ______ 2.0 96.0 192
129 Cabin Differential Pressure

and Cabin Altitude Gauge
Per PAC Dwg. 50589 ______ .5 96.0 48
131 Cabin Rate of Climb, Per

Piper PS50094-2 ______ .7 96.0 67
WEIGHT AND BALANCE
6-27
REPORT: 2124
SECTION 6
6-28
SECTION 6
133 Two Oil Pressure Gauges
REPORT: 2124
and Transducer. Per PAC
Dwg. 55571-02 ______ 1.4 ea. 105.9 148
135 Two Oil Temp. Gauges, Per

WEIGHT AND BALANCE
Piper PS50100-2-2 or -2-3 ______ .4 ea. 96.0 38
137 Annunciator Controller, Per

PAC Dwg. 49284-2 and
Annunciator Display, Per
PAC Dwg. 55929-2 ______ 3.0 81.3 244
138 Annunciator Controller Per

Annunciator Display Per
PAC Dwg. 29363-2 ______ 5.0 79 0 395
139 Gyro Horizon

a. Per PAC Dwg. 51186 or
PS50127-11 ______ 3.4 96.0 326
b. Per PS50127-2 or 7 or -12 ______ 2.2 96.0 211
c. Per PS50127-4 or -9 ______ 2.0 96.0 192

PA-31T1, CHEYENNE I
REVISED: DECEMBER 15, 1981

6-28
SECTION 6
133 Two Oil Pressure Gauges
REPORT: 2124
and Transducer. Per PAC
Dwg. 55571-02 ______ 1.4 ea. 105.9 148
135 Two Oil Temp. Gauges, Per

WEIGHT AND BALANCE
Piper PS50100-2-2 or -2-3 ______ .4 ea. 96.0 38
137 Annunciator Controller, Per

Annunciator Display, Per
PAC Dwg. 55929-2 ______ 3.0 81.3 244
138 Annunciator Controller Per

Annunciator Display Per
PAC Dwg. 29363-2 ______ 5.0 79 0 395
139 Gyro Horizon

a. Per PAC Dwg. 51186 or
PS50127-11 ______ 3.4 96.0 326
b. Per PS50127-2 or 7 or -12 ______ 2.2 96.0 211
c. Per PS50127-4 or -9 ______ 2.0 96.0 192
PA-31T1, CHEYENNE I


141 Directional Gyro

a. Per PAC Dwg. 46911 ______ 3.8 96.0 365
b. Per PAC Dwg. 55683-2 ______ 2.7 96.0 259
c. Per PS50126-2 ______ 1.9 96.0 182

PA-31T1, CHEYENNE I
143 Gyro Suction Gauge

Per PAC Dwg. 55456-2 ______ .1 96.0 10

145 Pneumatic Pressure Gauge
Per PAC Dwg. 46319-3 ______ .1 96.0 10
(f) Miscellaneous

163 D.O.A. EA-1 Approved

Pilot’s Operating Handbook
Report: 2124 ______ Neglect Weight Change
165 Cabin Heater, 28 Volt,

Janitrol No. 62D33-1
Cert. Basis - TSO C20 ______ 15.9 70.0 1113
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-29


a. Per PAC Dwg. 46911 ______ 3.8 96.0 365
b. Per PAC Dwg. 55683-2 ______ 2.7 96.0 259
c. Per PS50126-2 ______ 1.9 96.0 182

PA-31T1, CHEYENNE I
143 Gyro Suction Gauge

Per PAC Dwg. 55456-2 ______ .1 96.0 10
145 Pneumatic Pressure Gauge
Per PAC Dwg. 46319-3 ______ .1 96.0 10
(f) Miscellaneous

163 D.O.A. EA-1 Approved

Pilot’s Operating Handbook
Report: 2124 ______ Neglect Weight Change
165 Cabin Heater, 28 Volt,

Janitrol No. 62D33-1
Cert. Basis - TSO C20 ______ 15.9 70.0 1113
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-29
(f) Miscellaneous (cont)
6-30
SECTION 6
166 Cabin Heater 28 Volts
REPORT: 2124
Janitrol No. 10E 21-3
Cert. Basis - TSO C20 ______ 22.4 66.5 1490
WEIGHT AND BALANCE
167 Oxygen System Installed

Per PAC Dwg. 51245-3 or -5 ______ 23.0 91.8 2111
169 Air Conditioning Per

PAC Dwg. 50499 ______ 118.2 103.6 12246
171 Stall Sensor, Safe Flight

191-31, Heated ______ Neglect Weight Change
173 Stall Warning Horn,

Safe Flight Instr. Corp.
#02054-3 ______ 2.0 90.0 180
175 Heated Pitot Tube

Per PAC Dwg. 46609 ______ 1.0 64.3 64
177 Cargo Net, Per PAC Dwg.

47357 ______ 2.3 250.3 576

PA-31T1, CHEYENNE I

6-30
SECTION 6
166 Cabin Heater 28 Volts
REPORT: 2124
Janitrol No. 10E 21-3
Cert. Basis - TSO C20 ______ 22.4 66.5 1490
WEIGHT AND BALANCE
167 Oxygen System Installed

Per PAC Dwg. 51245-3 or -5 ______ 23.0 91.8 2111
169 Air Conditioning Per

PAC Dwg. 50499 ______ 118.2 103.6 12246
171 Stall Sensor, Safe Flight

191-31, Heated ______ Neglect Weight Change
173 Stall Warning Horn,

Safe Flight Instr. Corp.
#02054-3 ______ 2.0 90.0 180
175 Heated Pitot Tube

Per PAC Dwg. 46609 ______ 1.0 64.3 64
177 Cargo Net, Per PAC Dwg.

47357 ______ 2.3 250.3 576
PA-31T1, CHEYENNE I

179 Aft Cabin Divider. Per
PAC Dwg. 49080-4 or -8 ______ 10.0 249.6 2496
181 Baggage Capacity Placard

a. 80424-2 (300 lb. max.) ______ Neglect Weight Change

b. 80424-3 (275 lb. max.) ______ Neglect Weight Change
PA-31T1, CHEYENNE I
c. 80424-4 (250 lb. max.) ______ Neglect Weight Change

d. 80424-5 (225 lb. max.) ______ Neglect Weight Change
e. 80424-6 (175 lb. max.) ______ Neglect Weight Change

f. 80424-7 (150 lb. max.) ______ Neglect Weight Change
183 Seat Installation

Pilot and Copilot
(3 point shoulder harness)
a. Fabric ______ 35.5 ea. 123.4 4381
b. Leather ______ 36.0 ea. 123.4 4442
Third and Fourth Aft Facing

c. Fabric ______ 28.5 ea. 154.6 4406
d. Leather ______ 29.0 ea. 154.6 4483
Fifth and Sixth

e. Fabric ______ 28.5 ea. 202.4 5768
f. Leather ______ 29.0 ea. 202.4 5870
6-31
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6

179 Aft Cabin Divider. Per
PAC Dwg. 49080-4 or -8 ______ 10.0 249.6 2496
181 Baggage Capacity Placard

a. 80424-2 (300 lb. max.) ______ Neglect Weight Change

b. 80424-3 (275 lb. max.) ______ Neglect Weight Change
PA-31T1, CHEYENNE I
c. 80424-4 (250 lb. max.) ______ Neglect Weight Change

d. 80424-5 (225 lb. max.) ______ Neglect Weight Change
REVISED: NOVEMBER 7, 1983 e. 80424-6 (175 lb. max.) ______ Neglect Weight Change
f. 80424-7 (150 lb. max.) ______ Neglect Weight Change
183 Seat Installation

Pilot and Copilot
(3 point shoulder harness)
a. Fabric ______ 35.5 ea. 123.4 4381
b. Leather ______ 36.0 ea. 123.4 4442
Third and Fourth Aft Facing

c. Fabric ______ 28.5 ea. 154.6 4406
d. Leather ______ 29.0 ea. 154.6 4483
Fifth and Sixth

e. Fabric ______ 28.5 ea. 202.4 5768
f. Leather ______ 29.0 ea. 202.4 5870
6-31
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(g) Propeller and Propeller Accessories
6-32
(Optional Equipment)

SECTION 6
REPORT: 2124
189 Propeller Synchrophaser (Type I)
Per PAC Dwg. 49792-3 ______ 5.8 81.0 470
190 Propeller Synchrophaser (Type II)

Per PAC Dwg. 49387-2 ______ 1.5 81.0 122
WEIGHT AND BALANCE
191 Propeller Synchronizer

Per PAC Dwg. 50915 ______ 5.8 81.0 470
193 Two Hydraulic Propeller

Governors, Woodward Model
210598, Per PAC Dwg. 50722 ______ 2.6 ea. 50.0 130
(h) Engine and Engine Accessories


201 Power Plant Fire Extinguisher

System. Per PAC Dwg. 50906 or -3
or 50906-4 ______ 10.5 91.3 959

PA-31T1, CHEYENNE I

(g) Propeller and Propeller Accessories
6-32

SECTION 6
REPORT: 2124
189 Propeller Synchrophaser (Type I)
Per PAC Dwg. 49792-3 ______ 5.8 81.0 470
190 Propeller Synchrophaser (Type II)

Per PAC Dwg. 49387-2 ______ 1.5 81.0 122
WEIGHT AND BALANCE
191 Propeller Synchronizer

Per PAC Dwg. 50915 ______ 5.8 81.0 470
193 Two Hydraulic Propeller

Governors, Woodward Model
210598, Per PAC Dwg. 50722 ______ 2.6 ea. 50.0 130


201 Power Plant Fire Extinguisher

System. Per PAC Dwg. 50906 or -3
or 50906-4 ______ 10.5 91.3 959
PA-31T1, CHEYENNE I

(Optional Equipment) (cont)

202 Auto-Ignition System

Per PAC Dwg. 29482-2 ______ 2.3 65.0 150
PA-31T1, CHEYENNE I
203 Wash Ring

Per PAC Dwg. 55082-2, Left ______ 1.0 87.0 87.0
ISSUED: AUGUST 25, 1979

Per PAC Dwg. 55082-3, Right ______ 1.0 87.0 87.0

(i) Landing Gear and Brakes
Item Mark if Weight Arm (in.) Moment

207 Dual Brake Installation

Per PAC Dwg. 47245 ______ 1.8 86.9 156
209 Two Main Wheel Assemblies,

Goodyear Wheel No. 9544171-1
and 45519-7 (Right)
WEIGHT AND BALANCE
SECTION 6
6-32a
REPORT: 2124

202 Auto-Ignition System

Per PAC Dwg. 29482-2 ______ 2.3 65.0 150
PA-31T1, CHEYENNE I
203 Wash Ring

Per PAC Dwg. 55082-2, Left ______ 1.0 87.0 87.0
ISSUED: AUGUST 25, 1979 Per PAC Dwg. 55082-3, Right ______ 1.0 87.0 87.0
Item Mark if Weight Arm (in.) Moment

207 Dual Brake Installation

Per PAC Dwg. 47245 ______ 1.8 86.9 156
209 Two Main Wheel Assemblies,

Goodyear Wheel No. 9544171-1
and 45519-7 (Right)
WEIGHT AND BALANCE
SECTION 6
6-32a
REPORT: 2124
6-32b
SECTION 6
REPORT: 2124
211 Two Brake Assemblies,
Goodyear Brake No. 5002376
and 45519-7 (Right) ______ 16.4 ea. 152.0 2493
WEIGHT AND BALANCE
213 Hydraulic Brake Instl.

Per PAC Dwg. 46837-2 ______ Neglect Weight Change

B.F. Goodrich Company
No. 3-1331
217 One Nose Tire, 18 x 4.4

6-Ply Rating, Type VII Tubeless
PA-31T1, CHEYENNE I

6-32b
SECTION 6
REPORT: 2124
211 Two Brake Assemblies,
Goodyear Brake No. 5002376
and 45519-7 (Right) ______ 16.4 ea. 152.0 2493
WEIGHT AND BALANCE
213 Hydraulic Brake Instl.


B.F. Goodrich Company
No. 3-1331
217 One Nose Tire, 18 x 4.4

6-Ply Rating, Type VII Tubeless
PA-31T1, CHEYENNE I

(j) Electrical Equipment
223 Dual Windshield Wiper Instl.
Per PAC Dwg. 47241 ______ 3.1 82.6 256

Per PAC Dwg. 49622-2 ______ 3.0 76.3 229
PA-31T1, CHEYENNE I
227 Copilot’s Heated Windshield,

Per PAC Dwg. 51169 ______ 3.0 76.3 229

229 Wing Ice Inspection Light
Per PAC Dwg. 50592 or-2 ______ .6 119.5 72
230 Emergency Locator Transmitter

Per PAC Dwg. 08528-2 ______ 3.3 317.7 1048

Instl., Per PAC Dwg. 55675-5 ______ 2.0 309.5 619

Instl., Per PAC Dwg. 49736-4 ______ 4.2 308.7 1297
233 Ground Recognition Beacon Instl.

Per PAC Dwg. 49512-4 or 29720-2
or 29720-3 ______ .8 329.7 264
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-33
223 Dual Windshield Wiper Instl.
Per PAC Dwg. 47241 ______ 3.1 82.6 256

Per PAC Dwg. 49622-2 ______ 3.0 76.3 229
PA-31T1, CHEYENNE I
227 Copilot’s Heated Windshield,

REVISED: DECEMBER 15, 1981 Per PAC Dwg. 51169 ______ 3.0 76.3 229
229 Wing Ice Inspection Light

Per PAC Dwg. 50592 or-2 ______ .6 119.5 72

Per PAC Dwg. 08528-2 ______ 3.3 317.7 1048

Instl., Per PAC Dwg. 55675-5 ______ 2.0 309.5 619

Instl., Per PAC Dwg. 49736-4 ______ 4.2 308.7 1297
233 Ground Recognition Beacon Instl.

Per PAC Dwg. 49512-4 or 29720-2
or 29720-3 ______ .8 329.7 264
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-33
6-34

SECTION 6

234 Recognition Beacon, Tail
REPORT: 2124
Per PAC Dwg. 61866-2 ______ 1.8 283.0 509
235 Wing Tip Recognition Lights

a. Per PAC Dwg. 49588-2 and -3 ______ .6 ea. 131.5 79
b. Per PAC Dwg. 29012-2 (with
WEIGHT AND BALANCE
Tip Tanks) ______ 2.4 ea. 97.1 233

c. Per PAC Dwg. 29012-3 (w/o
Tip Tanks) ______ .6 ea. 131.5 79
237 Chimes Instl.

a. Per PAC Dwg. 29250-2 ______ .8 156.8 125
b. Per PAC Dwg. 29250-2 with
remote speaker ______ 1.7 121.0 206
c. Per PAC Dwg. 81615-2 ______ 1.7 121.0 206
(k) Instruments

251 Airspeed Indicator, Per

Piper PS50099-5 or -7 ______ 1.5 96.0 144

PA-31T1, CHEYENNE I

6-34

SECTION 6

234 Recognition Beacon, Tail
REPORT: 2124
Per PAC Dwg. 61866-2 ______ 1.8 283.0 509
235 Wing Tip Recognition Lights

a. Per PAC Dwg. 49588-2 and -3 ______ .6 ea. 131.5 79
b. Per PAC Dwg. 29012-2 (with
WEIGHT AND BALANCE
Tip Tanks) ______ 2.4 ea. 97.1 233

c. Per PAC Dwg. 29012-3 (w/o
Tip Tanks) ______ .6 ea. 131.5 79
237 Chimes Instl.

a. Per PAC Dwg. 29250-2 ______ .8 156.8 125
b. Per PAC Dwg. 29250-2 with
remote speaker ______ 1.7 121.0 206
c. Per PAC Dwg. 81615-2 ______ 1.7 121.0 206
(k) Instruments

251 Airspeed Indicator, Per

Piper PS50099-5 or -7 ______ 1.5 96.0 144
PA-31T1, CHEYENNE I

(k) Instruments

253 Sensitive Altimeter Per
Piper PS50008-4 ______ 1.3 96.0 125
255 Electric Turn and Bank

PA-31T1, CHEYENNE I
Per PAC Dwg. 43220 or

32737-6 or 44378 ______ 2.3 96.0 221

PS50104-3 ______ 1.0 96.0 96

ALL-90P-ET ______ .4 96.0 38

a. Per PAC Dwg. 29692-2 ______ 0.2 96.0 19
b. Per PAC Dwg. 29202-2 ______ 0.3 96.0 29
263 Gyro Horizon

a. Per PAC Dwg. 51186 or 46912 ______ 3.4 96.0 326
b. Per PAC Dwg. 55684-2 ______ 2.3 96.0 221
c. Per PS50127-7 ______ 2.2 96.0 211
6-35
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(k) Instruments

253 Sensitive Altimeter Per
Piper PS50008-4 ______ 1.3 96.0 125
255 Electric Turn and Bank

PA-31T1, CHEYENNE I
Per PAC Dwg. 43220 or

32737-6 or 44378 ______ 2.3 96.0 221
REVISED: NOVEMBER 7, 1983 257 Rate of Climb Per Piper
PS50104-3 ______ 1.0 96.0 96

ALL-90P-ET ______ .4 96.0 38

a. Per PAC Dwg. 29692-2 ______ 0.2 96.0 19
b. Per PAC Dwg. 29202-2 ______ 0.3 96.0 29
263 Gyro Horizon

a. Per PAC Dwg. 51186 or 46912 ______ 3.4 96.0 326
b. Per PAC Dwg. 55684-2 ______ 2.3 96.0 221
c. Per PS50127-7 ______ 2.2 96.0 211
6-35
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(k) Instruments
6-36

SECTION 6
REPORT: 2124
a. Per PAC Dwg. 46911 ______ 3.8 96.0 365
b. Per PAC Dwg. 55683-2 ______ 2.7 96.0 259
c. Per PS50126-2 ______ 1.9 96.0 182
WEIGHT AND BALANCE
267 Dual Fuel Quantity Gauge

Per PAC Dwg. 51010 ______ 1.5 96.0 144
269 Fuel Totalizer Instl.

Per PAC Dwg. 54871-2 ______ .8 96.0 77
271 Cabin Instruments Per

PAC Dwg. 29224-3 ______ 3.0 139.1 417

PA-31T1, CHEYENNE I

(k) Instruments
6-36

SECTION 6
REPORT: 2124
a. Per PAC Dwg. 46911 ______ 3.8 96.0 365
b. Per PAC Dwg. 55683-2 ______ 2.7 96.0 259
c. Per PS50126-2 ______ 1.9 96.0 182
WEIGHT AND BALANCE
267 Dual Fuel Quantity Gauge

Per PAC Dwg. 51010 ______ 1.5 96.0 144
269 Fuel Totalizer Instl.

Per PAC Dwg. 54871-2 ______ .8 96.0 77
271 Cabin Instruments Per

PAC Dwg. 29224-3 ______ 3.0 139.1 417
PA-31T1, CHEYENNE I

(l) Autopilots

291 King KFC 250 AP/FD Instl.

Cert. Basis - STC SA1405CE
a. JET Vertical Gyro ______ 84.8 112.5 9540
PA-31T1, CHEYENNE I
b. Collins Vertical Gyro ______ 86.8 112.5 9765

ISSUED: DECEMBER 15, 1981

(3 in. Instr.) Per PAC Dwg. 49910-2
Cert. Basis - STC SA 1405 CE ______ 76 4 117.2 8954

Per PAC Dwg. 08350-2, -3, -4, -5
Cert. Basis - STC SA 1405 CE ______ 86.1 130.5 11236

(3 in. Instr.) Per PAC Dwg. 08350-6, -7
WEIGHT AND BALANCE
SECTION 6
6-36a
REPORT: 2124
(l) Autopilots


Cert. Basis - STC SA1405CE
a. JET Vertical Gyro ______ 84.8 112.5 9540
PA-31T1, CHEYENNE I
b. Collins Vertical Gyro ______ 86.8 112.5 9765

ISSUED: DECEMBER 15, 1981
(3 in. Instr.) Per PAC Dwg. 49910-2
Cert. Basis - STC SA 1405 CE ______ 76 4 117.2 8954

Per PAC Dwg. 08350-2, -3, -4, -5

(3 in. Instr.) Per PAC Dwg. 08350-6, -7
WEIGHT AND BALANCE
SECTION 6
6-36a
REPORT: 2124
REPORT: 2124 ISSUED: DECEMBER 15, 1981 REPORT: 2124 ISSUED: DECEMBER 15, 1981
6-36b 6-36b
(m) Radio Equipment

321 CTM-1-31T1 Basic Avionics

Group (Includes all std. group
components. Does not include

PA-31T1, CHEYENNE I
std. features)
a. Per PAC Dwg. 09094-2 or 49905-2 ______ 44.6 88.4 3943
b. Per PAC Dwg. 09500-2 ______ 42.3 89.3 3777
c. Per PAC Dwg. 09820-2 or 08286-3 ______ 42.6 89.7 3821

323 KTS-1-31T1 Basic Avionics

std. features)
a. Per PAC Dwg. 49907-2 ______ 85.2 93.0 7924
b. Per PAC Dwg. 09550-2 ______ 80.4 94.3 7582
c. Per PAC Dwg. 09840-2 ______ 68.9 76.1 5243
d. Per PAC Dwg. 08247-3 ______ 65.6 75.7 4966
325 KNS-2-31T Avionics Group

(Includes all std. group components
Does not include std. features)
Per PAC Dwgs. 09770-2, 09773-2,
and 09292-2 ______ 79.7 79.0 6296
6-37
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(m) Radio Equipment


321 CTM-1-31T1 Basic Avionics


PA-31T1, CHEYENNE I
std. features)
a. Per PAC Dwg. 09094-2 or 49905-2 ______ 44.6 88.4 3943
b. Per PAC Dwg. 09500-2 ______ 42.3 89.3 3777
REVISED: SEPTEMBER 30, 1981 c. Per PAC Dwg. 09820-2 or 08286-3 ______ 42.6 89.7 3821
323 KTS-1-31T1 Basic Avionics

std. features)
a. Per PAC Dwg. 49907-2 ______ 85.2 93.0 7924
b. Per PAC Dwg. 09550-2 ______ 80.4 94.3 7582
c. Per PAC Dwg. 09840-2 ______ 68.9 76.1 5243
d. Per PAC Dwg. 08247-3 ______ 65.6 75.7 4966
325 KNS-2-31T Avionics Group

(Includes all std. group components
Does not include std. features)
Per PAC Dwgs. 09770-2, 09773-2,
and 09292-2 ______ 79.7 79.0 6296
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-37
(m) Radio Equipment
6-37a
SECTION 6
REPORT: 2124
327 KTS-2-31T1 Basis Avionics Group
(Includes all std. group components.
Does not include std. features.)
Per PAC Dwg. 08128-3 ______ 68.9 76.1 5243
WEIGHT AND BALANCE
331 Radio Altimeter Instl. (Collins)

Per PAC Dwg. 51788-5 or
09444-2 ______ 15.1 109.1 1647
333 Radio Altimeter Instl. (King) Per

PAC Dwg. 29045-2 or 09541-4 or
09796-4 ______ 15.8 108.0 1706
335 Radar Altimeter Instl. (King)

09582-2 or 08142-2 or 08280-3 ______ 7.3 202.1 1475

KRA-405
Per PAC Dwg. 09796-5 ______ 18.3 190.7 3490
PA-31T1, CHEYENNE I

ISSUED: NOVEMBER 14, 1980
(m) Radio Equipment
6-37a
SECTION 6
REPORT: 2124
327 KTS-2-31T1 Basis Avionics Group
(Includes all std. group components.
Does not include std. features.)
Per PAC Dwg. 08128-3 ______ 68.9 76.1 5243
WEIGHT AND BALANCE
331 Radio Altimeter Instl. (Collins)

09444-2 ______ 15.1 109.1 1647
333 Radio Altimeter Instl. (King) Per

PAC Dwg. 29045-2 or 09541-4 or
09796-4 ______ 15.8 108.0 1706

09582-2 or 08142-2 or 08280-3 ______ 7.3 202.1 1475

KRA-405
Per PAC Dwg. 09796-5 ______ 18.3 190.7 3490
PA-31T1, CHEYENNE I

(m) Radio Equipment

337 Encoding Altimeter (IDC)
09446-2 or 09446-6 ______ 3.7 97.2 360
PA-31T1, CHEYENNE I
339 Encoding Altimeter (IDC) with

Alt. Alerter and IVSI Per PAC
Dwg. 29025-2 or 09446-5 ______ 7.6 95.5 726

341 Encoding Altimeter (IDC) without
Alt. Alerter and with IVSI Per
PAC Dwg. 29025-3 or 09446-4

or 09446-7 ______ 5.6 95.3 534

Alt. Alerter Per PAC Dwg.
51771-5 or 09446-3 ______ 5.4 95.5 516
345 Encoding Altimeter (Aero

Mech) Per PAC Dwg. 15564-17,
09083-2 or 29018-2 ______ 2.0 95.0 190
346 Encoding Altimeter (King)

Per PAC Dwg. CA-31T-1-3099
or 09358-2 or 08250-3 ______ 3.0 96.0 288
6-37b
WEIGHT AND BALANCE
SECTION 6
REPORT: 2124
(m) Radio Equipment

337 Encoding Altimeter (IDC)
09446-2 or 09446-6 ______ 3.7 97.2 360
PA-31T1, CHEYENNE I

Alt. Alerter and IVSI Per PAC
ISSUED: NOVEMBER 14, 1980 Dwg. 29025-2 or 09446-5 ______ 7.6 95.5 726
341 Encoding Altimeter (IDC) without
Alt. Alerter and with IVSI Per
PAC Dwg. 29025-3 or 09446-4

or 09446-7 ______ 5.6 95.3 534

Alt. Alerter Per PAC Dwg.
51771-5 or 09446-3 ______ 5.4 95.5 516
345 Encoding Altimeter (Aero

Mech) Per PAC Dwg. 15564-17,
09083-2 or 29018-2 ______ 2.0 95.0 190
346 Encoding Altimeter (King)

Per PAC Dwg. CA-31T-1-3099
or 09358-2 or 08250-3 ______ 3.0 96.0 288
WEIGHT AND BALANCE
SECTION 6
6-37b
REPORT: 2124
(m) Radio Equipment
6-38
SECTION 6
347 Encoding Altimeter (Aero Mech)
REPORT: 2124
Per PAC Dwg. 29018-3 ______ 4.0 95.0 380
349 Encoding Altimeter (Smith)

Per PAC Dwg. 29021-2 or 29023-2
or 09574-2 or 09576-2 ______ 3.8 96.0 365
WEIGHT AND BALANCE
351 Encoding Altimeter (Smith) with

Alt. Alerter Per PAC Dwg. 29021-3
or 29023-3 or 09576-3 ______ 4.8 75.7 363

Per PAC Dwg. CA-31T-1-927 ______ 3.5 95.0 333
355 Transponder Instl. (Second)

Per PAC Dwg. 09094 4 ______ 2.0 92.7 185

(Collins) Per PAC Dwg. 29082-2
or 09499-2 or 09827-2 or 08225-3 ______ 2.9 86.7 251
359 Transponder Instl. (Dual)

(King) Per PAC Dwg. 29054-2
or 09580-2 or 09773-2 or 08230-3 ______ 3.9 88.3 344

PA-31T1, CHEYENNE I

(m) Radio Equipment
6-38
SECTION 6
347 Encoding Altimeter (Aero Mech)
REPORT: 2124
Per PAC Dwg. 29018-3 ______ 4.0 95.0 380

Per PAC Dwg. 29021-2 or 29023-2
or 09574-2 or 09576-2 ______ 3.8 96.0 365
WEIGHT AND BALANCE
351 Encoding Altimeter (Smith) with

Alt. Alerter Per PAC Dwg. 29021-3
or 29023-3 or 09576-3 ______ 4.8 75.7 363

Per PAC Dwg. CA-31T-1-927 ______ 3.5 95.0 333

Per PAC Dwg. 09094 4 ______ 2.0 92.7 185

(Collins) Per PAC Dwg. 29082-2
or 09499-2 or 09827-2 or 08225-3 ______ 2.9 86.7 251
359 Transponder Instl. (Dual)

(King) Per PAC Dwg. 29054-2
or 09580-2 or 09773-2 or 08230-3 ______ 3.9 88.3 344
PA-31T1, CHEYENNE I

(m) Radio Equipment

361 Radio Telephone Instl.

Per PAC Dwg. 54811-3 ______ 26.4 110.2 2909

PA-31T1, CHEYENNE I
362 Radio Telephone Instl. (Flitefone III)

a. Per PAC Dwg. 29097-2 or 29097-3 ______ 12.0 112.4 1349
b. Per PAC Dwg 29097-4 or 29097-5 ______ 12.0 246.0 2952
c. Per PAC Dwg 29097-7 ______ 15.3 126.5 1935

d. Per PAC Dwg. 29097-9 ______ 12.0 177.5 2130
363 Radio Telephone Instl. (KT-96)

Per PAC Dwgs. 29098-2 and
29098-3 or 09536-6 or 09536-7
or 09536-8 or 09536-9 ______ 6.7 99.2 665
364 Pilot Control Wheel Instl.

Per PAC Dwg. 09900-2 ______ 2.0 104.6 209
365 Copilot Control Wheel Instl.

Per PAC Dwg. 09920-2 ______ 2.0 104.6 209
366 Copilot Electric Trim Instl.

Per PAC Dwg. 49914-2 ______ 2.0 104.6 209
6-39
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(m) Radio Equipment


361 Radio Telephone Instl.

Per PAC Dwg. 54811-3 ______ 26.4 110.2 2909

PA-31T1, CHEYENNE I
362 Radio Telephone Instl. (Flitefone III)

a. Per PAC Dwg. 29097-2 or 29097-3 ______ 12.0 112.4 1349
b. Per PAC Dwg 29097-4 or 29097-5 ______ 12.0 246.0 2952
REVISED: SEPTEMBER 30, 1981 c. Per PAC Dwg 29097-7 ______ 15.3 126.5 1935
d. Per PAC Dwg. 29097-9 ______ 12.0 177.5 2130
363 Radio Telephone Instl. (KT-96)

Per PAC Dwgs. 29098-2 and
29098-3 or 09536-6 or 09536-7
or 09536-8 or 09536-9 ______ 6.7 99.2 665
364 Pilot Control Wheel Instl.

Per PAC Dwg. 09900-2 ______ 2.0 104.6 209
365 Copilot Control Wheel Instl.

Per PAC Dwg. 09920-2 ______ 2.0 104.6 209

Per PAC Dwg. 49914-2 ______ 2.0 104.6 209
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-39
(m) Radio Equipment
6-40

SECTION 6
REPORT: 2124
Per PAC Dwg. 51805-2 ______ 2.0 98.2 196

Per PAC Dwg. 51805-3 ______ 3.5 104.6 366
WEIGHT AND BALANCE

Per PAC Dwg. 51805-4 ______ 4.6 106.6 490
370 Copilot Mike and Headset Instl.

Per PAC Dwg. 51508-2 ______ 1.0 113.0 113

Per PAC Dwg. 48737 ______ 1.2 110.5 133
372 Pilot’s Headset Instl. (Telex)

Per PAC Dwg. 51508-3 ______ 0.6 113.0 68
373 Copilot’s Headset Instl. (Telex)

Per PAC Dwg. 51508-4 ______ 0.6 113.0 68
374 Pilot’s Mike Instl. (100 Telex)

Per PAC Dwg. 51508-5 ______ 0.3 113.0 34

PA-31T1, CHEYENNE I

(m) Radio Equipment
6-40

SECTION 6
REPORT: 2124
Per PAC Dwg. 51805-2 ______ 2.0 98.2 196

Per PAC Dwg. 51805-3 ______ 3.5 104.6 366
WEIGHT AND BALANCE

Per PAC Dwg. 51805-4 ______ 4.6 106.6 490

Per PAC Dwg. 51508-2 ______ 1.0 113.0 113

Per PAC Dwg. 48737 ______ 1.2 110.5 133
372 Pilot’s Headset Instl. (Telex)

Per PAC Dwg. 51508-3 ______ 0.6 113.0 68
373 Copilot’s Headset Instl. (Telex)

Per PAC Dwg. 51508-4 ______ 0.6 113.0 68
374 Pilot’s Mike Instl. (100 Telex)

Per PAC Dwg. 51508-5 ______ 0.3 113.0 34
PA-31T1, CHEYENNE I

(m) Radio Equipment

375 Copilot’s Mike Instl. (100 Telex)
Per PAC Dwg. 51508-6 ______ 0.3 113.0 34
376 Pilot Boom Mike Instl.

PA-31T1, CHEYENNE I

51807-4 ______ 1.6 113.0 181
377 Pilot Boom Mike Instl. (with

Oxygen) Per PAC Dwg. 51807-3 ______ 2.7 113.0 305
379 Copilot Boom Mike Instl.

Per PAC Dwg. 51807-4 ______ 1.6 113.0 181
381 Copilot Boom Mike Instl. (with

383 Ramp Hailer Instl. Per PAC

Dwg. 51796-4 ______ 3.8 34.7 132
385 External Mike and Phone Jack

Instl. Per PAC Dwg. 55537-2 ______ .4 49.0 20
387 Copilot Autopilot Gyro Instl.

Per PAC Dwg. 55535-2 ______ 15.9 150.3 2390
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-41
(m) Radio Equipment

375 Copilot’s Mike Instl. (100 Telex)
Per PAC Dwg. 51508-6 ______ 0.3 113.0 34
376 Pilot Boom Mike Instl.

PA-31T1, CHEYENNE I

51807-4 ______ 1.6 113.0 181
REVISED: DECEMBER 15, 1981 377 Pilot Boom Mike Instl. (with
379 Copilot Boom Mike Instl.

Per PAC Dwg. 51807-4 ______ 1.6 113.0 181
381 Copilot Boom Mike Instl. (with

383 Ramp Hailer Instl. Per PAC

Dwg. 51796-4 ______ 3.8 34.7 132
385 External Mike and Phone Jack

Instl. Per PAC Dwg. 55537-2 ______ .4 49.0 20

Per PAC Dwg. 55535-2 ______ 15.9 150.3 2390
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
6-41
(m) Radio Equipment
6-42

SECTION 6

REPORT: 2124
Per PAC Dwg. 55535-3 ______ 15.9 150.3 2390

09543-2 ______ 9.9 192.3 1904
WEIGHT AND BALANCE
393 Nav Transfer Switching Instl.

Per PAC Dwg. 55532-2, 55532-3,
55532-4, 29083-2 or 29086-2 ______ 3.7 70.1 259
395 Static Wicks Instl., Per PAC

Dwg. 42387, 49916-2 or 49916-3 ______ .4 240.0 96
397 Altitude Selector Instl.

Per PAC Dwg. 49720-2 or -3
Cert. Basis - STC SA1405CE ______ 2.0 100.0 200
399 Radar Instl. (RDR-150)

Per PAC Dwg. 09087,
CA-31T-1-995, or 49887-2 ______ 28.6 31.8 909
401 Radar Instl. (RDR-150 Colored)

Per PAC Dwg. 49889-2 ______ 33.1 39.4 1304

PA-31T1, CHEYENNE I

(m) Radio Equipment
6-42

SECTION 6

REPORT: 2124
Per PAC Dwg. 55535-3 ______ 15.9 150.3 2390

09543-2 ______ 9.9 192.3 1904
WEIGHT AND BALANCE
393 Nav Transfer Switching Instl.

Per PAC Dwg. 55532-2, 55532-3,
55532-4, 29083-2 or 29086-2 ______ 3.7 70.1 259
395 Static Wicks Instl., Per PAC

Dwg. 42387, 49916-2 or 49916-3 ______ .4 240.0 96
397 Altitude Selector Instl.

Per PAC Dwg. 49720-2 or -3
Cert. Basis - STC SA1405CE ______ 2.0 100.0 200
399 Radar Instl. (RDR-150)

Per PAC Dwg. 09087,
CA-31T-1-995, or 49887-2 ______ 28.6 31.8 909

Per PAC Dwg. 49889-2 ______ 33.1 39.4 1304
PA-31T1, CHEYENNE I

(m) Radio Equipment

403 Radar Instl. (RDR-1100) Per

PAC Dwg. 49888-2 ______ 33.9 23.1 783
PA-31T1, CHEYENNE I

Per PAC Dwg. 49890-2 ______ 36.9 29.0 1070
ISSUED: OCTOBER 13, 1978

407 Radar Instl. (Primus 20B)

Per PAC Dwg. 49891-2 ______ 32.1 29.5 947
409 Radar Instl. (Primus 30A)

Per PAC Dwg. 49892-2 ______ 37.3 25.7 959
411 Radar Instl. (Primus 300 Colored)

Per PAC Dwg. 49893-2 ______ 41.8 33.3 1392
413 R-Nav Instl. (KN-74) Per PAC

Dwg. 29080-2 or 29040-2 ______ 4.5 85.9 387
414 R-NAV Instl. (ANS-351)

Per PAC Dwg. 09826-2 ______ 3.8 91.3 347
415 Glideslope Instl. (Second) (King)

Per PAC Dwg. 29037-2 ______ 2.0 65.0 130
WEIGHT AND BALANCE
SECTION 6
6-43
REPORT: 2124
(m) Radio Equipment

403 Radar Instl. (RDR-1100) Per

PAC Dwg. 49888-2 ______ 33.9 23.1 783
PA-31T1, CHEYENNE I

Per PAC Dwg. 49890-2 ______ 36.9 29.0 1070
REVISED: DECEMBER 15, 1981 407 Radar Instl. (Primus 20B)
Per PAC Dwg. 49891-2 ______ 32.1 29.5 947
409 Radar Instl. (Primus 30A)

Per PAC Dwg. 49892-2 ______ 37.3 25.7 959
411 Radar Instl. (Primus 300 Colored)

Per PAC Dwg. 49893-2 ______ 41.8 33.3 1392
413 R-Nav Instl. (KN-74) Per PAC

Dwg. 29080-2 or 29040-2 ______ 4.5 85.9 387
414 R-NAV Instl. (ANS-351)

Per PAC Dwg. 09826-2 ______ 3.8 91.3 347

Per PAC Dwg. 29037-2 ______ 2.0 65.0 130
WEIGHT AND BALANCE
SECTION 6
6-43
REPORT: 2124
(m) Radio Equipment
6-43a
SECTION 6
REPORT: 2124
Per PAC Dwg. 08264-3 ______ 0.6 88.3 53
417 Glideslope Instl. (Second) (Collins)

Per PAC Dwg. 29076-2 or 09537-2
or 09828-2 or 08096-3 ______ 2.0 65.0 130
WEIGHT AND BALANCE
419 DME Hold Instl. Per PAC

Dwg. 29043-2 or 29075-2 ______ .4 96.0 38
421 VOR Repeater Instl. (KI-207)

09398-2 ______ 1.0 96.0 96
423 HF Comm Instl. (ASB-130) Per

PAC Dwg. 49944-3 or 49944-4 ______ 31.1 270.7 8419
424 Stereo System Instl.

a. Per PAC Dwg. 08122-2 ______ 15.7 155.8 2446
b. Per PAC Dwg. 08122-3 ______ 15.2 155.8 2368

Per PAC Dwg. 09104-4 ______ 16.8 155.0 2604
PA-31T1, CHEYENNE I

(m) Radio Equipment
6-43a
SECTION 6
REPORT: 2124
Per PAC Dwg. 08264-3 ______ 0.6 88.3 53
417 Glideslope Instl. (Second) (Collins)

Per PAC Dwg. 29076-2 or 09537-2
or 09828-2 or 08096-3 ______ 2.0 65.0 130
WEIGHT AND BALANCE
419 DME Hold Instl. Per PAC

Dwg. 29043-2 or 29075-2 ______ .4 96.0 38
421 VOR Repeater Instl. (KI-207)

09398-2 ______ 1.0 96.0 96
423 HF Comm Instl. (ASB-130) Per

PAC Dwg. 49944-3 or 49944-4 ______ 31.1 270.7 8419

a. Per PAC Dwg. 08122-2 ______ 15.7 155.8 2446
b. Per PAC Dwg. 08122-3 ______ 15.2 155.8 2368

Per PAC Dwg. 09104-4 ______ 16.8 155.0 2604
PA-31T1, CHEYENNE I

(m) Radio Equipment

426 Stereo System Instl. Per PAC

Dwg. 09408-2 or 09816-2 ______ 16.5 155.0 2558
PA-31T1, CHEYENNE I
427 Ground Clearance Energy

Saver System Per PAC
Dwg. 49834-2 or 09804-2 ______ .3 100 0 30

429 Second Compass Instl.
Per PAC Dwg. CA-31T-1-3200 ______ 9.4 77.4 728
431 Copilot HSI Instl.

Per PAC Dwg. 09854-2 ______ 9.4 77.4 728
435 I.V.S.I. Instl. (United 7160) Per PAC

Dwg. CA-31T-1-1862 or CA-31T-1-1025 ______ 1.4 96.0 134
437 Copilot Marker Beacon Instl.

Per PAC Dwg. 09779-2 or 08242-3 ______ 0.3 96.0 29
439 VOR/LOC NAV Antenna Instl. Per

PAC Dwg. 08138-2 ______ 3.0 357.3 1072
WEIGHT AND BALANCE
SECTION 6
6-43b
REPORT: 2124
(m) Radio Equipment

426 Stereo System Instl. Per PAC

Dwg. 09408-2 or 09816-2 ______ 16.5 155.0 2558
PA-31T1, CHEYENNE I
427 Ground Clearance Energy

Saver System Per PAC
ISSUED: NOVEMBER 14, 1980 Dwg. 49834-2 or 09804-2 ______ .3 100 0 30
429 Second Compass Instl.
Per PAC Dwg. CA-31T-1-3200 ______ 9.4 77.4 728
431 Copilot HSI Instl.

Per PAC Dwg. 09854-2 ______ 9.4 77.4 728
435 I.V.S.I. Instl. (United 7160) Per PAC

Dwg. CA-31T-1-1862 or CA-31T-1-1025 ______ 1.4 96.0 134
437 Copilot Marker Beacon Instl.

Per PAC Dwg. 09779-2 or 08242-3 ______ 0.3 96.0 29
439 VOR/LOC NAV Antenna Instl. Per

PAC Dwg. 08138-2 ______ 3.0 357.3 1072
WEIGHT AND BALANCE
SECTION 6
6-43b
REPORT: 2124
(m) Radio Equipment
6-43c
SECTION 6
REPORT: 2124
441 NAV 2 Instl. - KN-53, w/ GS (King)
Per PAC Dwg. 09297-2 or 08238-3 ______ 5.7 88.1 502
443 NAV 1/RNAV/GS Instl. - KNS-81 (King)

WEIGHT AND BALANCE
Per PAC Dwg. 09846-2 ______ 6.0 85.3 512
445 Dual COMM Instl. (KY-196E)

447 Dual NAV/COMM Instl. (KX-165)

w/ Single Glideslope
Per PAC Dwg. 08263-4 ______ 10.8 90.7 980
449 Dual NAV COMM Instl. (KS-165)

w/ Dual Glideslope
Per PAC Dwg. 08263-5 ______ 11.3 91.2 1030
PA-31T1, CHEYENNE I

(m) Radio Equipment
6-43c
SECTION 6
REPORT: 2124
441 NAV 2 Instl. - KN-53, w/ GS (King)
Per PAC Dwg. 09297-2 or 08238-3 ______ 5.7 88.1 502
443 NAV 1/RNAV/GS Instl. - KNS-81 (King)

WEIGHT AND BALANCE
Per PAC Dwg. 09846-2 ______ 6.0 85.3 512
445 Dual COMM Instl. (KY-196E)

447 Dual NAV/COMM Instl. (KX-165)

w/ Single Glideslope
Per PAC Dwg. 08263-4 ______ 10.8 90.7 980
449 Dual NAV COMM Instl. (KS-165)

w/ Dual Glideslope
Per PAC Dwg. 08263-5 ______ 11.3 91.2 1030
PA-31T1, CHEYENNE I

(m) Radio Equipment

451 COMM 1 Antenna Instl.

Per PAC Dwg. 09215-2 ______ 1.0 113.0 113
PA-31T1, CHEYENNE I

Per PAC Dwg. 09215-3 ______ 1.0 168.0 168
455 King KNS-80 Instl. #1, w/KTS-1-31T1

Avionics Instl.

Avionics Instl.
Per PAC Dwg. 08233-3 ______ -1.9 58.4 -111

Avionics Instl.
Per PAC Dwg. 08267-3 ______ 5.1 86.9 443
WEIGHT AND BALANCE
SECTION 6
6-43d
REPORT: 2124
(m) Radio Equipment


Per PAC Dwg. 09215-2 ______ 1.0 113.0 113
PA-31T1, CHEYENNE I

Per PAC Dwg. 09215-3 ______ 1.0 168.0 168

Avionics Instl.

Avionics Instl.
Per PAC Dwg. 08233-3 ______ -1.9 58.4 -111

Avionics Instl.
Per PAC Dwg. 08267-3 ______ 5.1 86.9 443
WEIGHT AND BALANCE
SECTION 6
6-43d
REPORT: 2124
(m) Radio Equipment
6-43e
SECTION 6
REPORT: 2124
Avionics Instl.
Per PAC Dwg. 08240-3 ______ 2.7 90.0 243
WEIGHT AND BALANCE

Avionics Instl.
Per PAC Dwg. 08268-3 ______ 3.6 84.2 303

Avionics Instl.
Per PAC Dwg 08234-3 ______ .7 120.0 84

Avionics Instl.
Per PAC Dwg. 08312-3 ______ 3.5 80.6 282

Avionics Inst.
Per PAC Dwg. 08313-3 ______ .6 125.0 75
PA-31T1, CHEYENNE I

(m) Radio Equipment
6-43e
SECTION 6
REPORT: 2124
Avionics Instl.
Per PAC Dwg. 08240-3 ______ 2.7 90.0 243
WEIGHT AND BALANCE

Avionics Instl.
Per PAC Dwg. 08268-3 ______ 3.6 84.2 303

Avionics Instl.
Per PAC Dwg 08234-3 ______ .7 120.0 84

Avionics Instl.
Per PAC Dwg. 08312-3 ______ 3.5 80.6 282

Avionics Inst.
Per PAC Dwg. 08313-3 ______ .6 125.0 75
PA-31T1, CHEYENNE I

6-43f 6-43f
(n) Miscellaneous
6-44

SECTION 6
REPORT: 2124
497 Pneumatic Deicing System
Per PAC Dwg. 50918-2 ______ 21.7 194.2 4214
499 Second Heated Pitot Tube

Per PAC Dwg. 50907 ______ 1.0 63.4 63
WEIGHT AND BALANCE
501 Fire Extinguisher

Per PAC Dwg. 52719 ______ 5.1 137.5 701
503 Oxygen System Installation

Per PAC Dwg. 51245 or -2 or -4 ______ 39.0 81.2 3167
505 Cabin Door Snubber Instl.

Per PAC Dwg. 48575 ______ 5.0 217.0 1085
506 Toilet Seat Per PAC

Dwg. 49104-2 ______ 19.0 228.2 4336
507 Pilot and Copilot Seat Instl.

(4 pt. Shoulder Harness)
a. Fabric ______ 35.5 123.4 4381
b. Leather ______ 36.0 123.4 4442
PA-31T1, CHEYENNE I

(n) Miscellaneous
6-44

SECTION 6
REPORT: 2124
497 Pneumatic Deicing System
Per PAC Dwg. 50918-2 ______ 21.7 194.2 4214
499 Second Heated Pitot Tube

Per PAC Dwg. 50907 ______ 1.0 63.4 63
WEIGHT AND BALANCE
501 Fire Extinguisher

Per PAC Dwg. 52719 ______ 5.1 137.5 701
503 Oxygen System Installation

Per PAC Dwg. 51245 or -2 or -4 ______ 39.0 81.2 3167
505 Cabin Door Snubber Instl.

Per PAC Dwg. 48575 ______ 5.0 217.0 1085
506 Toilet Seat Per PAC

Dwg. 49104-2 ______ 19.0 228.2 4336
507 Pilot and Copilot Seat Instl.

(4 pt. Shoulder Harness)
a. Fabric ______ 35.5 123.4 4381
b. Leather ______ 36.0 123.4 4442
PA-31T1, CHEYENNE I

(n) Miscellaneous

508 Fifth and Sixth Seat Instl.

(Shoulder Harness)
PA-31T1, CHEYENNE I
a. Fabric ______ 31.1 202.4 6295

b. Leather ______ 31.6 202.4 6396

509 Fifth and Sixth Lateral Tracking

Seat Instl.
a. Per PAC Dwg. 49150-6

Fabric ______ 33.3 202.4 6740
Leather ______ 33.8 202.4 6841
b. Per PAC Dwg. 49150-7
(Shoulder Harness)
Fabric ______ 35.9 202.4 7266
Leather ______ 36.4 202.4 7367
WEIGHT AND BALANCE
SECTION 6
6-45
REPORT: 2124
(n) Miscellaneous

508 Fifth and Sixth Seat Instl.

(Shoulder Harness)
PA-31T1, CHEYENNE I
a. Fabric ______ 31.1 202.4 6295

b. Leather ______ 31.6 202.4 6396
REVISED: DECEMBER 15, 1981 509 Fifth and Sixth Lateral Tracking
Seat Instl.
a. Per PAC Dwg. 49150-6

Fabric ______ 33.3 202.4 6740
Leather ______ 33.8 202.4 6841
b. Per PAC Dwg. 49150-7
(Shoulder Harness)
Fabric ______ 35.9 202.4 7266
Leather ______ 36.4 202.4 7367
WEIGHT AND BALANCE
SECTION 6
6-45
REPORT: 2124
(n) Miscellaneous
6-46

SECTION 6

510 Seventh Seat Instl.
REPORT: 2124
a. Per PAC Dwg. 49107-2 or -4 or -5
Fabric ______ 28.5 233.4 6652
Leather ______ 29.0 233.4 6769
b. Per PAC Dwg. 49107-9 or -10
WEIGHT AND BALANCE
(Shoulder Harness)
Fabric ______ 31.1 233.4 7259
Leather ______ 31.6 233.4 7375
511 Storage Cabinet Per PAC

Dwg. 49078-13 and -15 ______ 57.5 144.0 8280
513 Seventh Seat Toilet Instl.

Fabric ______ 30.0 229.0 6870
Leather ______ 31.0 229.0 7099
(Shoulder Harness)
Fabric ______ 32.6 229.0 7465
Leather ______ 33.6 229.0 7694

Dwg. 49078-14 and -16 ______ 53.5 144.0 7704
PA-31T1, CHEYENNE I

(n) Miscellaneous
6-46

SECTION 6

510 Seventh Seat Instl.
REPORT: 2124
Fabric ______ 28.5 233.4 6652
Leather ______ 29.0 233.4 6769
WEIGHT AND BALANCE
(Shoulder Harness)
Fabric ______ 31.1 233.4 7259
Leather ______ 31.6 233.4 7375

Dwg. 49078-13 and -15 ______ 57.5 144.0 8280
513 Seventh Seat Toilet Instl.

Fabric ______ 30.0 229.0 6870
Leather ______ 31.0 229.0 7099
(Shoulder Harness)
Fabric ______ 32.6 229.0 7465
Leather ______ 33.6 229.0 7694

Dwg. 49078-14 and -16 ______ 53.5 144.0 7704
PA-31T1, CHEYENNE I

(n) Miscellaneous

517 Storage Cabinet For Use

With Seventh Seat Toilet
Per PAC Dwg. 49360-2 ______ 52.0 244.0 12688
PA-31T1, CHEYENNE I
519 Forward Cabin Divider

Combination Unit Per

PAC Dwg. 49078-3 and -4 ______ 41.3 140.0 5782

521 Aft Cabin Divider Combination

Unit (Includes Weight of Toilet
Per PAC Dwg. 49104-11 or -12
Per PAC Dwg. 49080-9 ______ 74.6 239.8 17889
523 Ice Shield Instl.

Per PAC Dwg. 51373 ______ 2.0 49.0 98
525 Fwd. Cabin Divider

Per PAC Dwg. 49078-11 or -12 ______ 2.0 143.0 286
527 Folding Table Per PAC

Dwg. 49227-2, -11, -12,
-13, -16, and -17 ______ 9.5 ea. 179.8 1708
6-47
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(n) Miscellaneous

517 Storage Cabinet For Use

With Seventh Seat Toilet
Per PAC Dwg. 49360-2 ______ 52.0 244.0 12688
PA-31T1, CHEYENNE I
519 Forward Cabin Divider

ISSUED: FEBRUARY 13, 1981 Combination Unit Per
REVISED: NOVEMBER 7, 1983 PAC Dwg. 49078-3 and -4 ______ 41.3 140.0 5782
521 Aft Cabin Divider Combination

Unit (Includes Weight of Toilet
Per PAC Dwg. 49104-11 or -12
Per PAC Dwg. 49080-9 ______ 74.6 239.8 17889
523 Ice Shield Instl.

Per PAC Dwg. 51373 ______ 2.0 49.0 98
525 Fwd. Cabin Divider

Per PAC Dwg. 49078-11 or -12 ______ 2.0 143.0 286
527 Folding Table Per PAC

Dwg. 49227-2, -11, -12,
-13, -16, and -17 ______ 9.5 ea. 179.8 1708
6-47
REPORT: 2124
WEIGHT AND BALANCE
SECTION 6
(n) Miscellaneous
6-48

SECTION 6
REPORT: 2124
529 Wing Tip Tank Instl.
Per PAC Dwg. 49744-2 ______ 74.8 143.9 10764
531 Protective Finish Instl.

WEIGHT AND BALANCE
Per PAC Dwg. 55900-2 ______ Included in Standard Empty Weight
533 Baggage Tie Down Ring Instl.

Per PAC Dwg. 47809 ______ .2 ea. as installed
535 Seventh Seat Lock Pin Instl.

Per PAC Dwg. 43987 ______ .1 235 0 24
537 Carpet Cover Instl.

Per PAC Dwg. 48858-4 or -5 ______ 5.0 as installed
539 Nose Chip Guard Instl.

Per PAC Dwg. 29133-3 ______ .2 -14.5 -3
PA-31T1, CHEYENNE I

(n) Miscellaneous
6-48

SECTION 6
REPORT: 2124
529 Wing Tip Tank Instl.
Per PAC Dwg. 49744-2 ______ 74.8 143.9 10764
531 Protective Finish Instl.

WEIGHT AND BALANCE
Per PAC Dwg. 55900-2 ______ Included in Standard Empty Weight
533 Baggage Tie Down Ring Instl.

Per PAC Dwg. 47809 ______ .2 ea. as installed
535 Seventh Seat Lock Pin Instl.

Per PAC Dwg. 43987 ______ .1 235 0 24
537 Carpet Cover Instl.

Per PAC Dwg. 48858-4 or -5 ______ 5.0 as installed
539 Nose Chip Guard Instl.

Per PAC Dwg. 29133-3 ______ .2 -14.5 -3
PA-31T1, CHEYENNE I

(n) Miscellaneous

541 Auxiliary - Heat System

Per PAC Dwg. 81354-2 or -6 ______ 4.3 64.0 275
PA-31T1, CHEYENNE I
543 Cargo Door Instl.

Per PAC Dwg. 81445-4 ______ 25.0 254.7 6368
545 Locking Fuel Caps

Per PAC Dwg. 01132-2 or -3 ______ Neglect Weight Change
547 Map Clip Instl.

Per PAC Dwg. 43619 ______ Neglect Weight Change
549 Baggage Compt. Vent Instl.

551 Tinted Windshield Instl.

553 Crew Cup Holder Instl.

WEIGHT AND BALANCE
SECTION 6
6-49
REPORT: 2124
(n) Miscellaneous

541 Auxiliary - Heat System

Per PAC Dwg. 81354-2 or -6 ______ 4.3 64.0 275
PA-31T1, CHEYENNE I
543 Cargo Door Instl.

Per PAC Dwg. 81445-4 ______ 25.0 254.7 6368
545 Locking Fuel Caps

Per PAC Dwg. 01132-2 or -3 ______ Neglect Weight Change

547 Map Clip Instl.

549 Baggage Compt. Vent Instl.

551 Tinted Windshield Instl.

553 Crew Cup Holder Instl.

WEIGHT AND BALANCE
6-49
SECTION 6
REPORT: 2124
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 Power Plant ................................................................................. 7-3 7.5 Power Plant ................................................................................. 7-3
7.7 Engine Ice Protection.................................................................. 7-5 7.7 Engine Ice Protection.................................................................. 7-5
7.9 Propellers .................................................................................... 7-8 7.9 Propellers .................................................................................... 7-8
7.11 Engine Controls .......................................................................... 7-8 7.11 Engine Controls .......................................................................... 7-8
7.13 Landing Gear .............................................................................. 7-9 7.13 Landing Gear .............................................................................. 7-9
7.15 Brake System .............................................................................. 7-11 7.15 Brake System .............................................................................. 7-11
7.17 Hydraulic System........................................................................ 7-11 7.17 Hydraulic System........................................................................ 7-11
7.19 Flight Control System................................................................. 7-15 7.19 Flight Control System................................................................. 7-15
7.21 Fuel System ................................................................................ 7-17 7.21 Fuel System ................................................................................ 7-17
7.23 Electrical System ........................................................................ 7-21 7.23 Electrical System ........................................................................ 7-21
7.25 Instrument Panel ......................................................................... 7-27 7.25 Instrument Panel ......................................................................... 7-27
7.27 Annunciator Display System ...................................................... 7-30 7.27 Annunciator Display System ...................................................... 7-30
7.29 Pitot Static System...................................................................... 7-33 7.29 Pitot Static System...................................................................... 7-33
7.31 Radio Equipment ........................................................................ 7-34 7.31 Radio Equipment ........................................................................ 7-34
7.33 Environmental Control System................................................... 7-34 7.33 Environmental Control System................................................... 7-34
7.35 Heating, Ventilating and Defrosting System .............................. 7-36 7.35 Heating, Ventilating and Defrosting System .............................. 7-36
7.37 Heater Operation......................................................................... 7-36a 7.37 Heater Operation......................................................................... 7-36a
7.39 Cabin Air Conditioning System.................................................. 7-37 7.39 Cabin Air Conditioning System.................................................. 7-37
7.41 Cabin Pressurization ................................................................... 7-37 7.41 Cabin Pressurization ................................................................... 7-37
7.43 Oxygen System........................................................................... 7-43 7.43 Oxygen System........................................................................... 7-43
7.45 Cabin Features ............................................................................ 7-44a 7.45 Cabin Features ............................................................................ 7-44a
7.47 Baggage Areas ............................................................................ 7-45 7.47 Baggage Areas ............................................................................ 7-45
7.48 Cargo Door Installation .............................................................. 7-45a 7.48 Cargo Door Installation .............................................................. 7-45a
7:49 Electric Heated Windshield ........................................................ 7-46 7:49 Electric Heated Windshield ........................................................ 7-46
7.51 Electric Windshield Wiper.......................................................... 7-46 7.51 Electric Windshield Wiper.......................................................... 7-46
7.53 Finish .......................................................................................... 7-47 7.53 Finish .......................................................................................... 7-47

7-i 7-i

No. No. No. No.
7.55 Number Plates............................................................................. 7-47 7.55 Number Plates............................................................................. 7-47

7.57 Propeller Synchronizers.............................................................. 7-47 7.57 Propeller Synchronizers.............................................................. 7-47
7.58 Propeller Synchrophaser............................................................. 7-47a 7.58 Propeller Synchrophaser............................................................. 7-47a
7.59 Emergency Locator Transmitter ................................................. 7-48 7.59 Emergency Locator Transmitter ................................................. 7-48
7.61 Radar........................................................................................... 7-49 7.61 Radar........................................................................................... 7-49
7.63 Radar Altimeter .......................................................................... 7-50 7.63 Radar Altimeter .......................................................................... 7-50
7.65 Pneumatic Wing and Tail Deicing .............................................. 7-50 7.65 Pneumatic Wing and Tail Deicing .............................................. 7-50
7.67 Fire Extinguisher - Engine.......................................................... 7-52 7.67 Fire Extinguisher - Engine.......................................................... 7-52
7.69 Portable Cabin Fire Extinguisher................................................ 7-52 7.69 Portable Cabin Fire Extinguisher................................................ 7-52
7.71 Refreshment Cabinet and Beverage Dispenser........................... 7-53 7.71 Refreshment Cabinet and Beverage Dispenser........................... 7-53
7.73 Folding Tables............................................................................. 7-53 7.73 Folding Tables............................................................................. 7-53
7.75 Storage Cabinets ......................................................................... 7-53 7.75 Storage Cabinets ......................................................................... 7-53
7.77 Toilet Installation ........................................................................ 7-55 7.77 Toilet Installation ........................................................................ 7-55
7.79 External Microphone and Earphone Jacks ................................. 7-55 7.79 External Microphone and Earphone Jacks ................................. 7-55
7.81 Ramp Hailer................................................................................ 7-55 7.81 Ramp Hailer................................................................................ 7-55
7.83 Emergency Avionics and Attitude Gyro Power Supply ............. 7-56 7.83 Emergency Avionics and Attitude Gyro Power Supply ............. 7-56
7.85 Recognition Lights...................................................................... 7-57 7.85 Recognition Lights...................................................................... 7-57
7.87 Courtesy Lights Time Delay System .......................................... 7-57 7.87 Courtesy Lights Time Delay System .......................................... 7-57

7-ii 7-ii
PA-31T1, CHEYENNE I DESCRIPTION & OPERATION PA-31T1, CHEYENNE I DESCRIPTION & OPERATION
SECTION 7 SECTION 7
DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE 7.1 THE AIRPLANE
The PA-31T1 Cheyenne I is a twin-engine, retractable landing gear , low The PA-31T1 Cheyenne I is a twin-engine, retractable landing gear , low
wing turbine-po wered airplane. It has a pressurized cabin a vailable with a wing turbine-po wered airplane. It has a pressurized cabin a vailable with a
variety of optional cabin arrangements and furnishings to allo w the airplane variety of optional cabin arrangements and furnishings to allo w the airplane
to be equipped to serve the individual needs of the owner. to be equipped to serve the individual needs of the owner.
7.3 AIRFRAME 7.3 AIRFRAME
The primary structure is of all metal construction. The nose, the tail The primary structure is of all metal construction. The nose, the tail
cone, some fairings, and some extremities - tips of the stabilizer and the tip of cone, some fairings, and some extremities - tips of the stabilizer and the tip of
the vertical fin - are fiberglass. the vertical fin - are fiberglass.
The fuselage is an all metal, semi-monocoque structure with ri veted The fuselage is an all metal, semi-monocoque structure with ri veted
skin. It consists of three basic units: the nose section, the pressurized cabin skin. It consists of three basic units: the nose section, the pressurized cabin
section, and the tail section. The cabin section is sealed to maintain section, and the tail section. The cabin section is sealed to maintain
pressurization. pressurization.
The standard six-place seating arrangement includes tw o crew seats and The standard six-place seating arrangement includes tw o crew seats and
four passenger seats. The third and fourth seats may be re versed to f ace aft. four passenger seats. The third and fourth seats may be re versed to f ace aft.
The addition of an optional se venth seat allo ws seating to be e xpanded to The addition of an optional se venth seat allo ws seating to be e xpanded to
seven place capacity. seven place capacity.
Windows include a tw o piece windshield, a pilot storm windo w, four Windows include a tw o piece windshield, a pilot storm windo w, four
large passenger windows on the right side and three on the left. large passenger windows on the right side and three on the left.
A large one piece cabin door on the left side of the fuselage and aft of the A large one piece cabin door on the left side of the fuselage and aft of the
third passenger windo w swings do wn and automatically e xtends three steps third passenger windo w swings do wn and automatically e xtends three steps
for boarding and e xiting. An optional pneumatic door e xtender is a vailable for boarding and e xiting. An optional pneumatic door e xtender is a vailable
to facilitate opening the cabin door. to facilitate opening the cabin door.
7-1 7-1
DESCRIPTION & OPERATION PA-31T1, CHEYENNE I DESCRIPTION & OPERATION PA-31T1, CHEYENNE I
On the right side, the second side windo w aft of the windshield is a 25 by On the right side, the second side windo w aft of the windshield is a 25 by
19 inch combination windo w/emergency e xit which can be remo ved inw ard 19 inch combination windo w/emergency e xit which can be remo ved inw ard
after pulling the release above the window. after pulling the release above the window.
Each wing is an all metal, full cantile ver, semi-monocoque structure. Each wing is an all metal, full cantile ver, semi-monocoque structure.
Each wing carries three fuel tanks: tw o bladder type fuel cells, and one engine Each wing carries three fuel tanks: tw o bladder type fuel cells, and one engine
nacelle tank. The total fuel capacity can be increased with the installation of nacelle tank. The total fuel capacity can be increased with the installation of
the optional tip tanks. The main landing gear retract into wheel wells in the the optional tip tanks. The main landing gear retract into wheel wells in the
bottoms of the wings. W ithin each wing is an I-beam main spar which e x- bottoms of the wings. W ithin each wing is an I-beam main spar which e x-
tends into center of the fuselage where the spars are joined with b utt fittings, tends into center of the fuselage where the spars are joined with b utt fittings,
making in ef fect one continuous main spar . The main spar is also attached at making in ef fect one continuous main spar . The main spar is also attached at
each side of the fuselage. Additional wing support is pro vided by front and each side of the fuselage. Additional wing support is pro vided by front and
rear spars. rear spars.
Ailerons are all metal and are mass balanced. Ailerons are all metal and are mass balanced.
The metal flaps are electrically acti vated by an airfoil shaped control on The metal flaps are electrically acti vated by an airfoil shaped control on
the instrument panel. The selector switch on aircraft serial numbers the instrument panel. The selector switch on aircraft serial numbers
31T-7804001 through 31T -7804011 has three positions: UP (retracted), 31T-7804001 through 31T -7804011 has three positions: UP (retracted),
APPROACH (15° do wn), and DO WN (40° e xtension). The flap selector APPROACH (15° do wn), and DO WN (40° e xtension). The flap selector
switch on aircraft serial numbers 31T-7904001 and up may be set as desired switch on aircraft serial numbers 31T-7904001 and up may be set as desired
between 0° and 40°. between 0° and 40°.
The engine nacelles are integral parts of the wings. They provide efficient The engine nacelles are integral parts of the wings. They provide efficient
streamlined structures for mounting the engines and for fuel storage. streamlined structures for mounting the engines and for fuel storage.
The empennage consists of a v ertical stabilizer (f in), a rudder , a The empennage consists of a v ertical stabilizer (f in), a rudder , a
horizontal stabilizer and ele vators. The rudder and ele vators both ha ve trim horizontal stabilizer and ele vators. The rudder and ele vators both ha ve trim
tabs which are controlled from the cockpit. The empennage group tabs which are controlled from the cockpit. The empennage group
components are metal cantile ver structures with remo vable f iberglass tips. components are metal cantile ver structures with remo vable f iberglass tips.
Both the v ertical and horizontal stabilizers incorporate tw o main spars that Both the v ertical and horizontal stabilizers incorporate tw o main spars that
run the length of the stabilizer and attach to the b ulkhead assemblies in the run the length of the stabilizer and attach to the b ulkhead assemblies in the
fuselage. fuselage.
Various access panels on the fuselage and wings are removable for service Various access panels on the fuselage and wings are removable for service
or inspection purposes. or inspection purposes.
Lightning strik e bonding is comprised of metal webbing between Lightning strik e bonding is comprised of metal webbing between
structures. Its function is to gi ve the airplane a continuous metal surf ace. structures. Its function is to gi ve the airplane a continuous metal surf ace.
Anti-static wicks attached to the trailing edges of wing and tail surf aces are Anti-static wicks attached to the trailing edges of wing and tail surf aces are
designed to clear the airplane of surf ace static electricity that might designed to clear the airplane of surf ace static electricity that might
disrupt low frequency reception or cause VHF interference. disrupt low frequency reception or cause VHF interference.
A nose cone chip guard cap is a vailable as optional equipment. The nose A nose cone chip guard cap is a vailable as optional equipment. The nose
cone chip guard is a rubber cap f itting o ver the aircraft’ s nose, which cone chip guard is a rubber cap f itting o ver the aircraft’ s nose, which
provides protection of the aircraft’s radome. provides protection of the aircraft’s radome.
7.5 POWER PLANT 7.5 POWER PLANT
The Cheyenne I is powered by two Pratt & Whitne y PT6A-11 turboprop The Cheyenne I is powered by two Pratt & Whitne y PT6A-11 turboprop
engines, each rated at 500 horsepo wer and with a maximum propeller speed engines, each rated at 500 horsepo wer and with a maximum propeller speed
of 2200 RPM. This engine has a reverse flow, free turbine arrangement. of 2200 RPM. This engine has a reverse flow, free turbine arrangement.
As air enters through an intak e screen, it is ducted into a three-stage As air enters through an intak e screen, it is ducted into a three-stage
axial and single-stage centrifugal compressor dri ven by a single-stage axial and single-stage centrifugal compressor dri ven by a single-stage
reaction turbine. Another single-stage reaction turbine counter -rotating reaction turbine. Another single-stage reaction turbine counter -rotating
with the first drives the propeller through a tw o-stage reduction gear. Fuel is with the first drives the propeller through a tw o-stage reduction gear. Fuel is
sprayed into the annular comb ustion chamber by fourteen indi vidual sprayed into the annular comb ustion chamber by fourteen indi vidual
removable fuel nozzles mounted around the gas generator case. Only se ven removable fuel nozzles mounted around the gas generator case. Only se ven
of the fuel nozzles are used for starting; the remaining nozzles cut in as the of the fuel nozzles are used for starting; the remaining nozzles cut in as the
engine accelerates. The spark-type ignition system used to start comb ustion engine accelerates. The spark-type ignition system used to start comb ustion
permits starts on a variety of fuels. permits starts on a variety of fuels.
A hydropneumatic fuel control schedules fuel flo w to maintain the A hydropneumatic fuel control schedules fuel flo w to maintain the
power set by the gas generator po wer le ver. The accessory section and an power set by the gas generator po wer le ver. The accessory section and an
integral oil tank are located on the aft end of the gas generator. integral oil tank are located on the aft end of the gas generator.
The ignition system consists of one e xciter box, tw o ignition leads and The ignition system consists of one e xciter box, tw o ignition leads and
two spark igniters for each engine. two spark igniters for each engine.
The igniters are of the low voltage or shunted surface gap type, requiring The igniters are of the low voltage or shunted surface gap type, requiring
about 8000 v olts to spark. Ignition is by both igniters simultaneously . about 8000 v olts to spark. Ignition is by both igniters simultaneously .
D.C. Power is delivered to the exciter box from the essential b us through D.C. Power is delivered to the exciter box from the essential b us through
a series hook-up of an ignition selector switch in the engine control switch a series hook-up of an ignition selector switch in the engine control switch
panel and a micro switch located on the condition le ver, so that no po wer is panel and a micro switch located on the condition le ver, so that no po wer is
available to the e xciter box until both switches ha ve been actuated. The available to the e xciter box until both switches ha ve been actuated. The
condition control switch will not be actuated until the le ver has been mo ved condition control switch will not be actuated until the le ver has been mo ved
out of the stop position. out of the stop position.
An inertial separation system is b uilt into each engine air inlet to pre vent An inertial separation system is b uilt into each engine air inlet to pre vent
moisture particles under freezing conditions from entering the engine inlet moisture particles under freezing conditions from entering the engine inlet
plenum. This is done by introducing a sudden turn in the airstream to the plenum. This is done by introducing a sudden turn in the airstream to the
engine, causing the moisture particles to continue on undeflected because of engine, causing the moisture particles to continue on undeflected because of
their greater momentum and to be discharged overboard. their greater momentum and to be discharged overboard.
POWER PLANT POWER PLANT

7-4 7-4
During normal operation of the inertial separation system, a mo vable During normal operation of the inertial separation system, a mo vable
vane is retracted out of the direct ram airstream. For cold weather (+5° C or vane is retracted out of the direct ram airstream. For cold weather (+5° C or
below) operation in visible moisture, the v anes should be lo wered into the below) operation in visible moisture, the v anes should be lo wered into the
airstream. This is done by actuating each engines ice protection switch, airstream. This is done by actuating each engines ice protection switch,
which is located on the overhead switch panel. which is located on the overhead switch panel.
When the engine ice protection switch is actuated, a torque drop will When the engine ice protection switch is actuated, a torque drop will
accompany the e xtension of the bypass door . This is normal and the po wer accompany the e xtension of the bypass door . This is normal and the po wer
can be re gained by adv ancing the po wer le vers while monitoring the can be re gained by adv ancing the po wer le vers while monitoring the
interstage turbine temperature. interstage turbine temperature.
Engine instruments, located at the left of the center panel, are grouped Engine instruments, located at the left of the center panel, are grouped
according to their function. Located at top of the stack is engine torque, according to their function. Located at top of the stack is engine torque,
followed by I.T .T. (interstage turbine temperature), propeller RPM, gas followed by I.T .T. (interstage turbine temperature), propeller RPM, gas
generator RPM and fuel flo w. Fuel pressure, oil pressure, and oil generator RPM and fuel flo w. Fuel pressure, oil pressure, and oil
temperature are indicated by smaller instruments located at the e xtreme temperature are indicated by smaller instruments located at the e xtreme
bottom of the engine instrument stack. bottom of the engine instrument stack.
The gas generator RPM and the I.T .T. gauges give an indication of gas The gas generator RPM and the I.T .T. gauges give an indication of gas
generators operation, while the po wer turbine is monitored by the generators operation, while the po wer turbine is monitored by the
torquemeters and propeller RPM. The Ng or gas generator tachometer is torquemeters and propeller RPM. The Ng or gas generator tachometer is
read in percent of RPM, based on a f igure of 37,500 RPM at 100%. The read in percent of RPM, based on a f igure of 37,500 RPM at 100%. The
propeller tachometer is read directly in RPM. propeller tachometer is read directly in RPM.
Fire w arning is pro vided by three 450°F thermal switches wired in Fire w arning is pro vided by three 450°F thermal switches wired in
parallel and located in the most lik ely fire areas of each engine compartment. parallel and located in the most lik ely fire areas of each engine compartment.
Indication is pro vided by the annunciator display system. The press to test Indication is pro vided by the annunciator display system. The press to test
circuit of this system not only checks the condition of the indicator lights, b ut circuit of this system not only checks the condition of the indicator lights, b ut
also the complete wiring circuit to the probes. also the complete wiring circuit to the probes.
A compressor w ash ring is of fered as optional equipment. When in- A compressor w ash ring is of fered as optional equipment. When in-
stalled, routine compressor w ashes may be performed, without the remo val stalled, routine compressor w ashes may be performed, without the remo val
of the co wling, through an access door located on the outboard side of the of the co wling, through an access door located on the outboard side of the
nacelle. nacelle.
7.7 ENGINE ICE PROTECTION 7.7 ENGINE ICE PROTECTION
The ice deflector and control, air intak e deice, and propeller deice The ice deflector and control, air intak e deice, and propeller deice
systems are presented here as a group because e ven though each circuit is systems are presented here as a group because e ven though each circuit is
protected by a separate circuit break er, they are operated simultaneously by protected by a separate circuit break er, they are operated simultaneously by
a single switch. The complete engine ice protection system consists of a single switch. The complete engine ice protection system consists of
electrically heated boots on each prop blade and on the lip of the engine air electrically heated boots on each prop blade and on the lip of the engine air
intake duct, and an ice deflector v ane, located inside the air intak e duct, intake duct, and an ice deflector v ane, located inside the air intak e duct,
coupled to a bypass door on the outside of the engine nacelle. coupled to a bypass door on the outside of the engine nacelle.
Engine ice protection functions are controlled by tw o control switches Engine ice protection functions are controlled by tw o control switches
on the overhead switch panel, one for each engine. Each switch operates tw o on the overhead switch panel, one for each engine. Each switch operates tw o
relays, a motor control relay and a po wer control relay , and it also re verses relays, a motor control relay and a po wer control relay , and it also re verses
the field for the motor that controls the ice deflector v ane and bypass door . the field for the motor that controls the ice deflector v ane and bypass door .
The motor control relay deli vers po wer to the motor that operates the The motor control relay deli vers po wer to the motor that operates the
mechanism that e xtends and retracts the ice deflection v ane and bypass mechanism that e xtends and retracts the ice deflection v ane and bypass
door. Coupled to this mechanism are two limit switches whose functions are door. Coupled to this mechanism are two limit switches whose functions are
to automatically turn of f the motor control relay when the deflector v ane to automatically turn of f the motor control relay when the deflector v ane
and bypass door ha ve reached an e xtreme position, either up or do wn and bypass door ha ve reached an e xtreme position, either up or do wn
depending on which has been selected. depending on which has been selected.
The sequence of operation is as follo ws: The selector switch is mo ved The sequence of operation is as follo ws: The selector switch is mo ved
from the OFF position to ON; the deflector v ane and bypass door e xtend from the OFF position to ON; the deflector v ane and bypass door e xtend
into the airstream, and when the switch is returned to OFF , the doors retract into the airstream, and when the switch is returned to OFF , the doors retract
into the normal position. (Note: A torque loss will be noted when deflector into the normal position. (Note: A torque loss will be noted when deflector
vane and bypass door e xtend.) The do wn or e xtended limit switch also vane and bypass door e xtend.) The do wn or e xtended limit switch also
activates an indicator light in the cockpit, telling the operator that the activates an indicator light in the cockpit, telling the operator that the
deflector door is in proper position for ice protection. deflector door is in proper position for ice protection.
The power control relay delivers power on the electrically heated boots The power control relay delivers power on the electrically heated boots
system. The boot on the air intake lip is divided into three separate sections: system. The boot on the air intake lip is divided into three separate sections:
the parting strip or the area most forward on the lip and two shedding areas. the parting strip or the area most forward on the lip and two shedding areas.
When the po wer relay is acti vated, it deli vers power directly to the parting When the po wer relay is acti vated, it deli vers power directly to the parting
strip and to a deicer timer relay. This relay in turn delivers power to the prop strip and to a deicer timer relay. This relay in turn delivers power to the prop
deice boots and the two parting strips in a timer sequence of 34 seconds each, deice boots and the two parting strips in a timer sequence of 34 seconds each,
i.e., shedding area I is on for 34 seconds, shedding area II for 34 seconds, then i.e., shedding area I is on for 34 seconds, shedding area II for 34 seconds, then
the outboard elements of the prop boots for 34 seconds, and f inally the the outboard elements of the prop boots for 34 seconds, and f inally the
inboard elements of the prop boots for 34 seconds. This sequence is inboard elements of the prop boots for 34 seconds. This sequence is
repeated until the system is turned of f. The ground for the po wer relay is repeated until the system is turned of f. The ground for the po wer relay is
wired through a landing gear squat switch so that neither the engine air wired through a landing gear squat switch so that neither the engine air
intake lip deicer nor the prop deicer boots can be acti vated on the ground. intake lip deicer nor the prop deicer boots can be acti vated on the ground.
However, to check the system, override is provided by means of a ground test However, to check the system, override is provided by means of a ground test
switch located on tile left side panel below the prop deicer ammeter. switch located on tile left side panel below the prop deicer ammeter.
An ammeter , placarded with a green arc at the proper po wer An ammeter , placarded with a green arc at the proper po wer
consumption point on the dial, is pro vided to monitor the operation of the consumption point on the dial, is pro vided to monitor the operation of the
prop boots and the inlet air boot. The ground leads of the prop and inlet prop boots and the inlet air boot. The ground leads of the prop and inlet
boots are run to ground through a common shunt on each engine and the boots are run to ground through a common shunt on each engine and the
shunt leads are returned to a switch so that the operator may monitor each shunt leads are returned to a switch so that the operator may monitor each
engine separately. engine separately.
ENGINE ICE PROTECTION ENGINE ICE PROTECTION

7-7 7-7
7.9 PROPELLERS 7.9 PROPELLERS
The propellers are Hartzell three blade, 93 inch diameter , constant The propellers are Hartzell three blade, 93 inch diameter , constant
speed, re versing and full feathering. Propeller speed is k ept constant by a speed, re versing and full feathering. Propeller speed is k ept constant by a
governor that controls the pressure of engine oil to the hub . When the oil governor that controls the pressure of engine oil to the hub . When the oil
pressure generated and controlled by the go vernor is increased, the blades pressure generated and controlled by the go vernor is increased, the blades
are moved to the low pitch (increased rpm) hydraulic stop, and when the oil are moved to the low pitch (increased rpm) hydraulic stop, and when the oil
pressure is decreased, feathering springs and centrifugal counterweights pressure is decreased, feathering springs and centrifugal counterweights
allow the blades to mo ve into the high pitch (decreased rpm) position. allow the blades to mo ve into the high pitch (decreased rpm) position.
Beta and reverse blade angles are also controlled by engine oil pressure Beta and reverse blade angles are also controlled by engine oil pressure
to the propeller hub . Selection of the re verse range pro vides a complete to the propeller hub . Selection of the re verse range pro vides a complete
modulation of thrust from full forw ard to full re verse. Reverse operation of modulation of thrust from full forw ard to full re verse. Reverse operation of
the propellers is obtained by bringing the po wer levers rearward to the gate the propellers is obtained by bringing the po wer levers rearward to the gate
stop, lifting and going through the gate into the re verse range. When reverse stop, lifting and going through the gate into the re verse range. When reverse
range is selected, a switch on the po wer le ver opens, remo ving positi ve range is selected, a switch on the po wer le ver opens, remo ving positi ve
voltage from the solenoid and allo wing the propeller to go into re verse. voltage from the solenoid and allo wing the propeller to go into re verse.
Reverse pitch is lock ed out in night by landing gear squat switches on the Reverse pitch is lock ed out in night by landing gear squat switches on the
nose gear and right main gear . These switches maintain positi ve v oltage nose gear and right main gear . These switches maintain positi ve v oltage
directly to the solenoid, bypassing the po wer lever. A test switch is pro vided directly to the solenoid, bypassing the po wer lever. A test switch is pro vided
to allow testing this lock out feature on the ground. to allow testing this lock out feature on the ground.
Backup go vernors and o verspeed protection, the insight re verse lock Backup go vernors and o verspeed protection, the insight re verse lock
out feature, a secondary lo w pitch stop and the ground test switch are out feature, a secondary lo w pitch stop and the ground test switch are
incorporated in the propeller controls to insure against malfunction. incorporated in the propeller controls to insure against malfunction.
7.11 ENGINE CONTROLS 7.11 ENGINE CONTROLS
The engines and propellers are operated by three sets of controls - po wer The engines and propellers are operated by three sets of controls - po wer
levers, propeller controls and condition le vers - which are mounted on a levers, propeller controls and condition le vers - which are mounted on a
control pedestal belo w and to the center of the instrument panel. The po wer control pedestal belo w and to the center of the instrument panel. The po wer
levers w ork at the fuel control unit on the engine accessory case to control levers w ork at the fuel control unit on the engine accessory case to control
engine power. The propeller controls are operated conventionally and control engine power. The propeller controls are operated conventionally and control
constant speed propellers through the primary go vernors. The condition constant speed propellers through the primary go vernors. The condition
levers work the start controls. levers work the start controls.
The power levers provide control of the engine po wer from idle through The power levers provide control of the engine po wer from idle through
takeoff power. This is accomplished by operating the Ng speed go vernor in takeoff power. This is accomplished by operating the Ng speed go vernor in
the fuel control unit. Increasing Ng RPM results in increased engine power. the fuel control unit. Increasing Ng RPM results in increased engine power.
Each propeller le ver operates a speeder spring inside the primary Each propeller le ver operates a speeder spring inside the primary
governor to reposition the pilot v alve, which results in an increase or governor to reposition the pilot v alve, which results in an increase or
decrease of propeller RPM. F or propeller feathering, each propeller le ver decrease of propeller RPM. F or propeller feathering, each propeller le ver
manually lifts the pilot valve to a position which causes a complete dumping manually lifts the pilot valve to a position which causes a complete dumping
of high pressure oil. Increased friction at the rear of the le ver travel prevents of high pressure oil. Increased friction at the rear of the le ver travel prevents
inadvertent movement into the feathering range. inadvertent movement into the feathering range.
The condition lever has two positions, stop and run. This le ver controls The condition lever has two positions, stop and run. This le ver controls
the idle cut-of f function of the engine and the micro switch that pro vides the idle cut-of f function of the engine and the micro switch that pro vides
electrical power for engine ignition. electrical power for engine ignition.
Each engine has an oil cooler door that can be opened on hot days to Each engine has an oil cooler door that can be opened on hot days to
maintain oil temperature within limits. maintain oil temperature within limits.
7.13 LANDING GEAR 7.13 LANDING GEAR
The Che yenne I is equipped with hydraulically actuated, fully The Che yenne I is equipped with hydraulically actuated, fully
retractable tric ycle landing gear , the nose gear retracting aft into the nose retractable tric ycle landing gear , the nose gear retracting aft into the nose
section and the main gear retracting inboard into the wings. Doors section and the main gear retracting inboard into the wings. Doors
completely cover the retracted gear. The nose and outboard main gear doors completely cover the retracted gear. The nose and outboard main gear doors
operate by mechanical linkage to the gear and remain open when the gear is operate by mechanical linkage to the gear and remain open when the gear is
extended. The inboard main gear doors are hydraulically operated, opening extended. The inboard main gear doors are hydraulically operated, opening
during gear extension and closing when the gear is fully extended. during gear extension and closing when the gear is fully extended.
All three landing gear struts are of the air -oil oleo type and require an All three landing gear struts are of the air -oil oleo type and require an
extension of about 3.25 inches of tube e xposure when properly inflated extension of about 3.25 inches of tube e xposure when properly inflated
under normal static load. under normal static load.
The nose gear is steerable through a 28 degree arc by use of rudder pedals The nose gear is steerable through a 28 degree arc by use of rudder pedals
and an 80 de gree arc by use of dif ferential engine po wer and brak es. When and an 80 de gree arc by use of dif ferential engine po wer and brak es. When
the gear is retracted, the steering linkage separates from the nose gear so that the gear is retracted, the steering linkage separates from the nose gear so that
rudder pedals may be operated without being impeded by an y connection rudder pedals may be operated without being impeded by an y connection
with the nose gear. with the nose gear.
To guard against inadv ertent retraction of the landing gear when the To guard against inadv ertent retraction of the landing gear when the
airplane is on the ground, a solenoid latch is positioned just abo ve the airplane is on the ground, a solenoid latch is positioned just abo ve the
control lever. A switch on the landing gear must operate this latch before the control lever. A switch on the landing gear must operate this latch before the
landing gear selector control can be moved upward. The landing gear control landing gear selector control can be moved upward. The landing gear control
knob is in the shape of a wheel to dif ferential it from the flap control, which knob is in the shape of a wheel to dif ferential it from the flap control, which
has a knob in the shape of an airfoil. has a knob in the shape of an airfoil.
7-9 7-9
LANDING GEAR SELECTOR LANDING GEAR SELECTOR

On the instrument panel, abo ve and to the right of the landing gear On the instrument panel, abo ve and to the right of the landing gear
selector control, are one red and three green indicator lights. The red light selector control, are one red and three green indicator lights. The red light
indicates that the gear is in transit between the “up lock ed” and “do wn indicates that the gear is in transit between the “up lock ed” and “do wn
locked” positions. The green lights indicate when each of the three gears is locked” positions. The green lights indicate when each of the three gears is
down and lock ed. When the gear is up and lock ed, there is no indication down and lock ed. When the gear is up and lock ed, there is no indication
light. A gear unsafe horn will sound if the power in one or both of the engines light. A gear unsafe horn will sound if the power in one or both of the engines
is reduced below a setting suf ficient to maintain flight while the landing gear is reduced below a setting suf ficient to maintain flight while the landing gear
is not in the “do wn locked” position. If the gear selector has been forced into is not in the “do wn locked” position. If the gear selector has been forced into
the up position with the airplane on the ground, the gear unsafe horn will the up position with the airplane on the ground, the gear unsafe horn will
sound when the battery master switch is turned on. sound when the battery master switch is turned on.
NOTE NOTE
In the e vent of electrical f ailure or with the In the e vent of electrical f ailure or with the
master switch OFF , there will be no indication master switch OFF , there will be no indication
of the down and locked position of the gear. of the down and locked position of the gear.
The main wheels are 6.50 x 10 units with disc brak es and carry 6.50 x 10 The main wheels are 6.50 x 10 units with disc brak es and carry 6.50 x 10
tube-type tires with 10 ply rating. The nose wheel is a 6.00-6 unit f itted tube-type tires with 10 ply rating. The nose wheel is a 6.00-6 unit f itted
with a 17.5 x 6.25-6 tubeless 10 ply rating tire. with a 17.5 x 6.25-6 tubeless 10 ply rating tire.
7-10 7-10
7.15 BRAKE SYSTEM 7.15 BRAKE SYSTEM
The brak es are hydraulically operated by indi vidual c ylinders mounted The brak es are hydraulically operated by indi vidual c ylinders mounted
on the left set of rudder pedals. The y are actuated by toe brakes on the pilot’s on the left set of rudder pedals. The y are actuated by toe brakes on the pilot’s
side. There are pro visions for an optional installation of master c ylinder and side. There are pro visions for an optional installation of master c ylinder and
toe brakes for the copilot’s side. toe brakes for the copilot’s side.
A brake fluid reserv oir which supplies fluid to each master c ylinder is A brake fluid reserv oir which supplies fluid to each master c ylinder is
accessible through an access door atop the nose section. accessible through an access door atop the nose section.
From the master c ylinders, hydraulic fluid is routed through lines and From the master c ylinders, hydraulic fluid is routed through lines and
hoses to a parking brak e valve located on the left aft side of the forw ard cabin hoses to a parking brak e valve located on the left aft side of the forw ard cabin
bulkhead, then through the cabin and wings to the brak e assembly on each bulkhead, then through the cabin and wings to the brak e assembly on each
main landing gear. main landing gear.
WARNING WARNING
To set the parking brak e, f irst depress and hold the toe brak e pedals, To set the parking brak e, f irst depress and hold the toe brak e pedals,
and then pull out the parking brak e handle located on the left f ace of the and then pull out the parking brak e handle located on the left f ace of the
instrument panel. T o release the parking brak e, f irst depress and hold the instrument panel. T o release the parking brak e, f irst depress and hold the
toe brake pedals, and then push in on the parking brake handle. toe brake pedals, and then push in on the parking brake handle.
CAUTION CAUTION
The rudder pedals are suspended from a torque The rudder pedals are suspended from a torque
tube which e xtends across the fuselage. The tube which e xtends across the fuselage. The
pilot should become f amiliar with the proper pilot should become f amiliar with the proper
positioning of the feet on the rudder pedals so positioning of the feet on the rudder pedals so
as to a void interference with the torque tube as to a void interference with the torque tube
when mo ving the rudder pedals or operating when mo ving the rudder pedals or operating
the toe brakes. the toe brakes.
7.17 HYDRAULIC SYSTEM 7.17 HYDRAULIC SYSTEM
The hydraulic system consists of tw o hydraulic pumps, a power pack, an The hydraulic system consists of tw o hydraulic pumps, a power pack, an
emergency hand pump, actuating c ylinders and f ilters. The hydraulic pumps emergency hand pump, actuating c ylinders and f ilters. The hydraulic pumps
which supply the pressure required for gear operation are engine-dri ven. The which supply the pressure required for gear operation are engine-dri ven. The
power pack is the central control unit for the hydraulic system. It contains power pack is the central control unit for the hydraulic system. It contains
the valves, manifold, fluid reserv oir, and necessary controls for operation of the valves, manifold, fluid reserv oir, and necessary controls for operation of
the landing gear. the landing gear.
Fluid is tak en from the reserv oir by the pumps and is passed through a Fluid is tak en from the reserv oir by the pumps and is passed through a
filter to the po wer pack, which then directs the fluid to the appropriate filter to the po wer pack, which then directs the fluid to the appropriate
actuator, depending on the sequence and gear selection position. actuator, depending on the sequence and gear selection position.
The reserv oir contains a standpipe which retains suf ficient fluid to The reserv oir contains a standpipe which retains suf ficient fluid to
operate the emer gency hand pump in case of a loss of fluid. The engine- operate the emer gency hand pump in case of a loss of fluid. The engine-
driven pumps are supplied through the standpipe; so if the fluid level is below driven pumps are supplied through the standpipe; so if the fluid level is below
the standpipe, the only w ay to operate the gear is by using the hand pump. the standpipe, the only w ay to operate the gear is by using the hand pump.
A door solenoid v alve is electrically operated and is spring-loaded to the A door solenoid v alve is electrically operated and is spring-loaded to the
door open position. Should an electrical f ailure occur, the solenoid v alve will door open position. Should an electrical f ailure occur, the solenoid v alve will
move to the door open position to allo w the gear to be lo wered either move to the door open position to allo w the gear to be lo wered either
normally or with the hand pump. F or a more detailed description, refer to normally or with the hand pump. F or a more detailed description, refer to
the PA-31T Service Manual. the PA-31T Service Manual.
To operate the gear, pull out the wheel shaped gear selector mounted on To operate the gear, pull out the wheel shaped gear selector mounted on
the left instrument panel, and mo ve it from the neutral position to the UP the left instrument panel, and mo ve it from the neutral position to the UP
landing gear or DOWN landing gear position. When the desired position of landing gear or DOWN landing gear position. When the desired position of
the gear is obtained, the handle is forced back to the neutral position by a the gear is obtained, the handle is forced back to the neutral position by a
spring. The hydraulic fluid then circulates freely between the pump and spring. The hydraulic fluid then circulates freely between the pump and
control unit. Gear retraction or e xtension will occur normally in control unit. Gear retraction or e xtension will occur normally in
approximately 6 seconds. approximately 6 seconds.
NOTE NOTE
In the e vent of electrical f ailure or when the In the e vent of electrical f ailure or when the
master switch is OFF , the selector handle will master switch is OFF , the selector handle will
not return to neutral and the gear doors will not not return to neutral and the gear doors will not
close, and the gear do wn lights will not close, and the gear do wn lights will not
illuminate. illuminate.
When the selector handle returns to neutral, it relieves all pressure in the When the selector handle returns to neutral, it relieves all pressure in the
system. The gear is held in position by mechanical locks. The return of the system. The gear is held in position by mechanical locks. The return of the
control handle to the neutral position is an indication that the components control handle to the neutral position is an indication that the components
have reached full e xtension or retraction. Ho wever, the landing gear have reached full e xtension or retraction. Ho wever, the landing gear
position lights should be used as primary indications. position lights should be used as primary indications.
To check the function of the engine-dri ven hydraulic pumps, after To check the function of the engine-dri ven hydraulic pumps, after
starting one engine before flight, and before shutting do wn the other engine starting one engine before flight, and before shutting do wn the other engine
after flight, place the gear selector in the DO WN position. If a pump is after flight, place the gear selector in the DO WN position. If a pump is
operating properly, the gear lever will return to the neutral position. operating properly, the gear lever will return to the neutral position.
7-12 7-12
HYDRAULIC SYSTEM HYDRAULIC SYSTEM

7-13 7-13
EMERGENCY LANDING GEAR HAND PUMP EMERGENCY LANDING GEAR HAND PUMP
CAUTION CAUTION
When retracting the landing gear be sure that When retracting the landing gear be sure that
the gear unsafe light is out before exceeding the the gear unsafe light is out before exceeding the
maximum gear operating speed. maximum gear operating speed.
The emer gency hydraulic hand pump is used to obtain hydraulic The emer gency hydraulic hand pump is used to obtain hydraulic
pressure in the e vent of f ailure of the engine-dri ven hydraulic pumps. This pressure in the e vent of f ailure of the engine-dri ven hydraulic pumps. This
hand pump is located between the pilot’ s and copilot’s seats. An access co ver hand pump is located between the pilot’ s and copilot’s seats. An access co ver
marked “EMERGENCY GEAR EXTENSION” must be lifted to gain marked “EMERGENCY GEAR EXTENSION” must be lifted to gain
access to the pump handle. F ollow instructions on the underside of the access to the pump handle. F ollow instructions on the underside of the
access plate to lower the gear. The hand pump should not be used to retract access plate to lower the gear. The hand pump should not be used to retract
the gear in flight. (See Section 3 - Emer gency Procedures - for manual gear the gear in flight. (See Section 3 - Emer gency Procedures - for manual gear
extension procedure.) extension procedure.)
NOTE NOTE
Depressurize the cabin prior to lifting the Depressurize the cabin prior to lifting the
emergency gear access cover. emergency gear access cover.
7.19 FLIGHT CONTROL SYSTEM 7.19 FLIGHT CONTROL SYSTEM
The primary flight controls are con ventional and are operated by dual The primary flight controls are con ventional and are operated by dual
control wheels and rudder pedals. The control wheel operates the ailerons control wheels and rudder pedals. The control wheel operates the ailerons
and the elevators. The rudder pedals operate the rudder and the nose wheel and the elevators. The rudder pedals operate the rudder and the nose wheel
steering. The toe brakes, which are an integral part of the pedals, operate the steering. The toe brakes, which are an integral part of the pedals, operate the
wheel brak es. The ailerons and rudder are interconnected through a wheel brak es. The ailerons and rudder are interconnected through a
cable-spring system to provide coordination in normal turns. cable-spring system to provide coordination in normal turns.
A typical control wheel incorporates switches associated with v arious A typical control wheel incorporates switches associated with v arious
optional systems, such as autopilot operation, trim, sync and communi- optional systems, such as autopilot operation, trim, sync and communi-
cations. cations.
Secondary control is pro vided by the aileron, ele vator, and rudder trim Secondary control is pro vided by the aileron, ele vator, and rudder trim
tabs. Trim is operated by knobs or wheels on the control pedestal, which turn tabs. Trim is operated by knobs or wheels on the control pedestal, which turn
cable-wrapped drums located inside the pedestal. W ith rotation of the cable-wrapped drums located inside the pedestal. W ith rotation of the
drums, screws are moved forward or aft to position the trim tabs. The rudder drums, screws are moved forward or aft to position the trim tabs. The rudder
trim wheel, for nose left or nose right correction, is located belo w the power trim wheel, for nose left or nose right correction, is located belo w the power
controls. The aileron trim wheel, for right wing do wn or left wing do wn controls. The aileron trim wheel, for right wing do wn or left wing do wn
correction, is located below the rudder trim control. The elevator trim wheel, correction, is located below the rudder trim control. The elevator trim wheel,
for nose up or nose do wn correction, is located on the left side of the for nose up or nose do wn correction, is located on the left side of the
pedestal. To show the position of the trim tab, an indicator is mounted ne xt pedestal. To show the position of the trim tab, an indicator is mounted ne xt
to each trim control on the control pedestal. to each trim control on the control pedestal.
AIRCRAFT SERIAL NUMBERS 31T -7804001 THROUGH 31T-7804011 AIRCRAFT SERIAL NUMBERS 31T -7804001 THROUGH 31T-7804011
The wing flaps are controlled by an airfoil-shaped selector switch The wing flaps are controlled by an airfoil-shaped selector switch
mounted on the instrument panel to the right of the control pedestal. The mounted on the instrument panel to the right of the control pedestal. The
switch activates an electric motor under the center floor panel of the cabin. switch activates an electric motor under the center floor panel of the cabin.
This motor dri ves a scre w transmission in the trailing edge of each wing. This motor dri ves a scre w transmission in the trailing edge of each wing.
Relays external to the motor limit the tra vel of the flaps. The flaps e xtend or Relays external to the motor limit the tra vel of the flaps. The flaps e xtend or
retract by the rotation of the gears in the transmission, while a sender unit, retract by the rotation of the gears in the transmission, while a sender unit,
attached to the left flap, transmits a signal to the indicator on the instrument attached to the left flap, transmits a signal to the indicator on the instrument
panel just left of the flap selector switch. The flap selector switch has three panel just left of the flap selector switch. The flap selector switch has three
positions: UP (retracted), APPR OACH (15° do wn); and DO WN (40° positions: UP (retracted), APPR OACH (15° do wn); and DO WN (40°
extension). extension).
CAUTION CAUTION
When selecting an APPR OACH flap position When selecting an APPR OACH flap position
and the selector is inadv ertently moved beyond and the selector is inadv ertently moved beyond
the APPROACH detent, the selector must be the APPROACH detent, the selector must be
returned to its original position and then back returned to its original position and then back
to APPR OACH in order to re-program the to APPR OACH in order to re-program the
selector. Returning the selector to the selector. Returning the selector to the
APPROACH detent without re-programming APPROACH detent without re-programming
will return the flaps to their original position. will return the flaps to their original position.
The flap electrical system includes a de vice to pre vent an asymmetric The flap electrical system includes a de vice to pre vent an asymmetric
flap condition. Should the left flap f ail to mo ve from either the up or the flap condition. Should the left flap f ail to mo ve from either the up or the
down limit switch, a time delay relay will interrupt po wer to the flap dri ve down limit switch, a time delay relay will interrupt po wer to the flap dri ve
motor. This interruption of po wer will occur within one second, or after motor. This interruption of po wer will occur within one second, or after
approximately 9 de grees of right flap tra vel, after flap selection. The flap approximately 9 de grees of right flap tra vel, after flap selection. The flap
selector switch will remain inoperati ve until the time delay relay is reset by selector switch will remain inoperati ve until the time delay relay is reset by
pulling the flap control circuit breaker and then resetting it. pulling the flap control circuit breaker and then resetting it.
CAUTION CAUTION
Do not reset the flap system until the airplane Do not reset the flap system until the airplane
has landed and the malfunction has been has landed and the malfunction has been
corrected, as reacti vation of the flap selector corrected, as reacti vation of the flap selector
switch will allo w another one second of switch will allo w another one second of
operation, causing the asymmetric dif ferential operation, causing the asymmetric dif ferential
to become more severe. to become more severe.
Since the limit switches are on the left flap only , failure of the right flap Since the limit switches are on the left flap only , failure of the right flap
system can be compensated for by use of the flap selector switch to position system can be compensated for by use of the flap selector switch to position
the left flap symmetrically with the right flap. the left flap symmetrically with the right flap.
The system is not affected by the time delay switch if f ailure occurs when The system is not affected by the time delay switch if f ailure occurs when
the left flap is between the up and do wn limit switches. If f ailure occurs in the left flap is between the up and do wn limit switches. If f ailure occurs in
either flap system when the left flap is not in contact with a limit switch, use either flap system when the left flap is not in contact with a limit switch, use
the flap selector switch to bring the functioning flap into symmetrical the flap selector switch to bring the functioning flap into symmetrical
configuration with the inoperative flap. configuration with the inoperative flap.
To preclude the possibility of encountering lar ge asymmetric (“split”) To preclude the possibility of encountering lar ge asymmetric (“split”)
flap angles due to a f ailure in the flap actuating system, the follo wing flap angles due to a f ailure in the flap actuating system, the follo wing
procedures should be followed for flap extensions/retractions: procedures should be followed for flap extensions/retractions:
(a) Actuate the flaps only while the airplane is under manual control, (a) Actuate the flaps only while the airplane is under manual control,
not while the autopilot is engaged (the autopiot will mask the high not while the autopilot is engaged (the autopiot will mask the high
control forces created by an asymmetric flap condition. control forces created by an asymmetric flap condition.
(b) Select flap position in two stage steps only (b) Select flap position in two stage steps only
1. Extension: 1. Extension:
Step 1. Up to approach position Step 1. Up to approach position
Step 2. Approach to down Step 2. Approach to down
2. Retraction: (Flight Only) 2. Retraction: (Flight Only)
Step 1. Down to approach Step 1. Down to approach
Step 2. Approach to up Step 2. Approach to up
CAUTION CAUTION
Do not e xceed the approach detent selector Do not e xceed the approach detent selector
position when making selection. If this should position when making selection. If this should
occur, return the selector to its original position occur, return the selector to its original position
prior to selection, then return to the approach prior to selection, then return to the approach
position. position.
(c) When making the selection to the approach position, continuously (c) When making the selection to the approach position, continuously
monitor the flap position, indicator pointer for proper mo vement. monitor the flap position, indicator pointer for proper mo vement.
The pointer should be gin to mo ve smoothly to ward the approach The pointer should be gin to mo ve smoothly to ward the approach
dial mark immediately upon selection. If the pointer stops before dial mark immediately upon selection. If the pointer stops before
reaching the approach position immediately return the flap selector reaching the approach position immediately return the flap selector
switch to its original position i.e., if selecting from up to approach, switch to its original position i.e., if selecting from up to approach,
return to up. If selecting from down to approach, return to down. return to up. If selecting from down to approach, return to down.
(d) Do not extend the flaps beyond 15° if the flap motor circuit break er (d) Do not extend the flaps beyond 15° if the flap motor circuit break er
has a history of “popping” (a “popped” circuit break er is indicative has a history of “popping” (a “popped” circuit break er is indicative
of e xcessive actuation loads on one or both flaps; such loads are of e xcessive actuation loads on one or both flaps; such loads are
most likely at flap angles in e xcess of 15°). The airplane should not most likely at flap angles in e xcess of 15°). The airplane should not
be flown until the cause of the high loads is determined and repairs be flown until the cause of the high loads is determined and repairs
effected. effected.
AIRCRAFT SERIAL NUMBERS 31T-7904001 AND UP AIRCRAFT SERIAL NUMBERS 31T-7904001 AND UP
Wing flap position is controlled by a selector switch mounted on the Wing flap position is controlled by a selector switch mounted on the
instrument panel immediately to the right of the control pedestal. The flap instrument panel immediately to the right of the control pedestal. The flap
position indicator is located to the left and abo ve the selector switch. The position indicator is located to the left and abo ve the selector switch. The
position indicator 40° arc is segmented at the approach (15°) flap range and position indicator 40° arc is segmented at the approach (15°) flap range and
in increments of 5° between the 15° and 40° arcs. An OFF position is also in increments of 5° between the 15° and 40° arcs. An OFF position is also
provided to indicate zero (0) v oltage to the system. The selector switch provided to indicate zero (0) v oltage to the system. The selector switch
provides for variable wing flap positioning in as little as 2° increments from provides for variable wing flap positioning in as little as 2° increments from
0° to 40°. Detent positions are pro vided at the most commonly used posi- 0° to 40°. Detent positions are pro vided at the most commonly used posi-
tions of 0°, 15°, and 40°. A wing flap position change is made by mo ving the tions of 0°, 15°, and 40°. A wing flap position change is made by mo ving the
selector handle to an y desired position (mark ed on the switch selector selector handle to an y desired position (mark ed on the switch selector
guard). The flaps will automatically mo ve to the selected position, and an guard). The flaps will automatically mo ve to the selected position, and an
indicator will display the actual flap position. The entire system is electroni- indicator will display the actual flap position. The entire system is electroni-
cally monitored for system component f ailures and will pre vent an asym- cally monitored for system component f ailures and will pre vent an asym-
metric flap position greater than 5° differential. metric flap position greater than 5° differential.
The basic electronic control system consists of an amplif ier, three The basic electronic control system consists of an amplif ier, three
rheostats, tw o po wer solenoids, and one motor . The motor is of a D.C. rheostats, tw o po wer solenoids, and one motor . The motor is of a D.C.
permanent magnet type and e xtends or retracts the flaps through a pair of permanent magnet type and e xtends or retracts the flaps through a pair of
flexible shafts attached to jackscre w transmission assemblies located on flexible shafts attached to jackscre w transmission assemblies located on
each wing. each wing.
The amplifier is the heart of the control system. It pro vides a regulated The amplifier is the heart of the control system. It pro vides a regulated
voltage supply for the three e xternal rheostats, circuit logic to analyze the voltage supply for the three e xternal rheostats, circuit logic to analyze the
system condition and position, commands to the po wer solenoids to actuate system condition and position, commands to the po wer solenoids to actuate
the motor for e xtensions and retractions, and contains its o wn monitoring the motor for e xtensions and retractions, and contains its o wn monitoring
system to ascertain the condition of critical components. system to ascertain the condition of critical components.
The three rheostats feed back to the amplif ier the signals necessary to The three rheostats feed back to the amplif ier the signals necessary to
operate the system. One rheostat is located in the flap position selector and operate the system. One rheostat is located in the flap position selector and
one each is located so as to sense the positions of the right and left flaps one each is located so as to sense the positions of the right and left flaps
independently. The selector rheostat tells the amplif ier where it w ants the independently. The selector rheostat tells the amplif ier where it w ants the
flaps to be. The left flap rheostat controls flap position in relation to the flaps to be. The left flap rheostat controls flap position in relation to the
selector rheostat position and pro vides information to the amplif ier to drive selector rheostat position and pro vides information to the amplif ier to drive
the position indicator . The right flap rheostat must agree with the left flap the position indicator . The right flap rheostat must agree with the left flap
rheostat within 5° at all times, or the system will shut do wn and cannot be rheostat within 5° at all times, or the system will shut do wn and cannot be
reactivated until the imbalance and/or the cause has been corrected. reactivated until the imbalance and/or the cause has been corrected.
The system also incorporates an annunciator light that will illuminate The system also incorporates an annunciator light that will illuminate
when an imbalance exists between the right and left wing flap rheostats or a when an imbalance exists between the right and left wing flap rheostats or a
critical component of the amplifier has failed. critical component of the amplifier has failed.
The operation of the flaps may be check ed with a test switch before The operation of the flaps may be check ed with a test switch before
takeoff. This switch is located adjacent the position indicator. takeoff. This switch is located adjacent the position indicator.
7-16b REVISED: NOVEMBER 7, 1983 7-16b REVISED: NOVEMBER 7, 1983
7.21 FUEL SYSTEM 7.21 FUEL SYSTEM
The fuel system for the turbine-powered PA-31T1 has a total capacity of The fuel system for the turbine-powered PA-31T1 has a total capacity of
308 U.S. gallons. Fuel is carried in six tanks 0 three indi vidual inter - 308 U.S. gallons. Fuel is carried in six tanks 0 three indi vidual inter -
connected tanks in each wing: a wet nacelle tank and tw o bladder-type fuel connected tanks in each wing: a wet nacelle tank and tw o bladder-type fuel
cells. With the optional tip tanks installed, the fuel capacity is increased to cells. With the optional tip tanks installed, the fuel capacity is increased to
374 U.S. gallons. The right and left wing fuel systems are independent of 374 U.S. gallons. The right and left wing fuel systems are independent of
each other and are connected only when a crossfeed system is acti vated. Fuel each other and are connected only when a crossfeed system is acti vated. Fuel
to the engines is supplied from the inboard fuel cells. to the engines is supplied from the inboard fuel cells.
When filling the fuel system, al ways fill first through the nacelle tank When filling the fuel system, al ways fill first through the nacelle tank
fillers. When the nacelle tanks are full, the complete system, with the fillers. When the nacelle tanks are full, the complete system, with the
exception of the wing tip tanks, will be full. Final f illing must be done exception of the wing tip tanks, will be full. Final f illing must be done
through the tip tank fillers. Be sure that the nacelle filler cap is secure when through the tip tank fillers. Be sure that the nacelle filler cap is secure when
there is more than tw o inches of fuel in the tip tank. Otherwise, dif ferential there is more than tw o inches of fuel in the tip tank. Otherwise, dif ferential
pressure will cause fuel to be lost through the nacelle tank filler. pressure will cause fuel to be lost through the nacelle tank filler.
Each inboard main cell has tw o submerged boost pumps to supply fuel Each inboard main cell has tw o submerged boost pumps to supply fuel
to the engine. In each inboard cell, a rubber baffle with a gate valve traps fuel to the engine. In each inboard cell, a rubber baffle with a gate valve traps fuel
around the pumps during f ast turning tak eoffs or other maneuv ers that around the pumps during f ast turning tak eoffs or other maneuv ers that
might tend to mo ve fuel a way from the pumps and interrupt fuel flo w. One might tend to mo ve fuel a way from the pumps and interrupt fuel flo w. One
of the boost pumps must be operating an y time the engine is in operation so of the boost pumps must be operating an y time the engine is in operation so
that fuel under pressure is being supplied to the engine-driven fuel pump. The that fuel under pressure is being supplied to the engine-driven fuel pump. The
engine-driven fuel pump supplies fuel to the engine fuel nozzles. engine-driven fuel pump supplies fuel to the engine fuel nozzles.
Optional locking fuel caps are available for all fuel fillers. A single key Optional locking fuel caps are available for all fuel fillers. A single key
will fit fuel caps, cabin door and baggage door compartments. will fit fuel caps, cabin door and baggage door compartments.
Vents for the fuel system are N ACA type, anti-icing, non-siphoning Vents for the fuel system are N ACA type, anti-icing, non-siphoning
vents that incorporate flame arrestors. vents that incorporate flame arrestors.
A sca venger pump with a reserv oir for fuel storage picks up the fuel A sca venger pump with a reserv oir for fuel storage picks up the fuel
that drains from the engine after shutdo wn. During starting, this fuel is that drains from the engine after shutdo wn. During starting, this fuel is
pumped back to the fuel cells. If an y fuel is observ ed to drain o verboard, a pumped back to the fuel cells. If an y fuel is observ ed to drain o verboard, a
need for maintenance work on the scavenger pump is indicated. need for maintenance work on the scavenger pump is indicated.
FUEL SYSTEM SCHEMATIC FUEL SYSTEM SCHEMATIC

1. DRAIN VALVE 47. VENT FLOAT VALVE 1. DRAIN VALVE 47. VENT FLOAT VALVE
2. FUEL MANIFOLD 48. FILLER CAP 2. FUEL MANIFOLD 48. FILLER CAP
3. FUEL NOZZLE 49. SUMP DRAIN 3. FUEL NOZZLE 49. SUMP DRAIN
4. GAS GENERATOR CASE 50. MAIN FUEL CELL (OUTBD) 4. GAS GENERATOR CASE 50. MAIN FUEL CELL (OUTBD)
5. CONDITION LEVER 51. FUEL QUANTITY SENDER UNIT 5. CONDITION LEVER 51. FUEL QUANTITY SENDER UNIT
6. FLOW DIVIDER & PUMP VALVE 52. FUEL LINE 6. FLOW DIVIDER & PUMP VALVE 52. FUEL LINE
7. FUEL DUMP LINE 53. SUMP DRAIN 7. FUEL DUMP LINE 53. SUMP DRAIN
8. POWER LEVER 54. VENT FLOAT VALVE 8. POWER LEVER 54. VENT FLOAT VALVE
9. NF SENSE 55. TIP RELIEF LINE 9. NF SENSE 55. TIP RELIEF LINE
10. FUEL CONTROL & SHUT OFF VALVE 56. FILLER CAP 10. FUEL CONTROL & SHUT OFF VALVE 56. FILLER CAP
11. INLET TEMPERATURE SENSE 57. TIP TANK 11. INLET TEMPERATURE SENSE 57. TIP TANK
12. P3 SENSE 58. FUEL QUANTITY SENDER UNIT 12. P3 SENSE 58. FUEL QUANTITY SENDER UNIT
13. TEMPERATURE COMPENSATOR 59. VENT LINE 13. TEMPERATURE COMPENSATOR 59. VENT LINE
14. DUAL FUEL QUANTITY GAUGE 14. DUAL FUEL QUANTITY GAUGE
15. FUEL PRESSURE GAUGE 15. FUEL PRESSURE GAUGE
16. LOW FUEL PRESSURE W ARNING 16. LOW FUEL PRESSURE W ARNING
SWITCH SWITCH
17. FUEL PRESSURE SENDER UNIT 17. FUEL PRESSURE SENDER UNIT
18. FUEL PUMP 18. FUEL PUMP
19. HEATER 19. HEATER
20. FUEL FLOW GAUGE 20. FUEL FLOW GAUGE
21. FUEL VENT LINE 21. FUEL VENT LINE
22. FUEL FLOW METER 22. FUEL FLOW METER
23. FILTER DRAIN VALVE 23. FILTER DRAIN VALVE
24. FUEL HEATER 24. FUEL HEATER
25. FILTER 25. FILTER
26. HEATER FUEL PUMP 26. HEATER FUEL PUMP
27. PRESSURE RELIEF VALVE 27. PRESSURE RELIEF VALVE
29. CROSSFEED VALVE 29. CROSSFEED VALVE
30. SOLENOID VALVE 30. SOLENOID VALVE
31. FIREWALL SHUT-OFF VALVE 31. FIREWALL SHUT-OFF VALVE
33. CANISTER 33. CANISTER
34. CHECK VALVE 34. CHECK VALVE
36. SUBMERGED FUEL PUMP 36. SUBMERGED FUEL PUMP
37. FUEL QUANTITY SENDER UNIT 37. FUEL QUANTITY SENDER UNIT
38. VAPOR BLEED LINE 38. VAPOR BLEED LINE
39. MAIN FUEL CELL (INBD) 39. MAIN FUEL CELL (INBD)
40. VENT (NACA) NON-ICING 40. VENT (NACA) NON-ICING
41. VENT FLOAT VALVE 41. VENT FLOAT VALVE
42. DRAIN LINE 42. DRAIN LINE
43. SUMP DRAIN VALVE 43. SUMP DRAIN VALVE
44. DRAIN LINE 44. DRAIN LINE
45. FUEL QUANTITY SENDER UNIT 45. FUEL QUANTITY SENDER UNIT
46. NACELLE FUEL TANK 46. NACELLE FUEL TANK
FUEL SYSTEM SCHEMATIC FUEL SYSTEM SCHEMATIC

REVISED: MAY 15, 1978 REPORT: 2124 REVISED: MAY 15, 1978 REPORT: 2124
FUEL MANAGEMENT CONTROLS FUEL MANAGEMENT CONTROLS

Four fuel sump drains for the fuel cells are located along the bottom of Four fuel sump drains for the fuel cells are located along the bottom of
the wings: one just outboard of each wheel well and one on the inboard of the wings: one just outboard of each wheel well and one on the inboard of
each wing near the junction of wing and fuselage. On the fuel f ilter each wing near the junction of wing and fuselage. On the fuel f ilter
assemblies, forw ard of each engine f irewall, are main fuel f ilter drains assemblies, forw ard of each engine f irewall, are main fuel f ilter drains
accessible through a door on the left side of each engine co wling. Two accessible through a door on the left side of each engine co wling. Two
additional sump drains are included with the optional fuel system, one additional sump drains are included with the optional fuel system, one
under each tip tank. under each tip tank.
Fuel flo w is controlled by a separate f irewall shut-of f v alve for each Fuel flo w is controlled by a separate f irewall shut-of f v alve for each
engine. These v alves are controlled from the cockpit by controls mounted engine. These v alves are controlled from the cockpit by controls mounted
between the front seats on the forw ard edge of the wing spar carry-through between the front seats on the forw ard edge of the wing spar carry-through
cover. The f irewall shut-of f v alves function as on-of f v alves for the fuel cover. The f irewall shut-of f v alves function as on-of f v alves for the fuel
system. system.
The only other control valve on the fuel system is the fuel crossfeed, also The only other control valve on the fuel system is the fuel crossfeed, also
mechanically operated from a control on the spar carry-through. This v alve mechanically operated from a control on the spar carry-through. This v alve
should al ways remain OFF e xcept during single-engine operation when should al ways remain OFF e xcept during single-engine operation when
crossfeed to the operating engine is necessary. crossfeed to the operating engine is necessary.
REPORT: 2124 ISSUED MAY 15, 1978 REPORT: 2124 ISSUED MAY 15, 1978
The fuel system can be monitored through se veral gauges on the The fuel system can be monitored through se veral gauges on the
instrument panel. A dual needle type fuel quantity indicator , mounted on instrument panel. A dual needle type fuel quantity indicator , mounted on
the copilot’s side just abo ve the control wheel, has its o wn A.C. inverter to the copilot’s side just abo ve the control wheel, has its o wn A.C. inverter to
power a capacitance probe system. This system transmits to the gauge an power a capacitance probe system. This system transmits to the gauge an
indication in pounds of the amount of fuel in the tanks. indication in pounds of the amount of fuel in the tanks.
Two fuel flo w gauges are located in the lo wer portion of the gauge Two fuel flo w gauges are located in the lo wer portion of the gauge
cluster to the left of the radio stack. The y measure fuel flo w in pounds per cluster to the left of the radio stack. The y measure fuel flo w in pounds per
hour to each engine. hour to each engine.
Immediately below the fuel flo w gauges are tw o fuel pressure gauges Immediately below the fuel flo w gauges are tw o fuel pressure gauges
which indicate in pounds per square inch the pressure at which fuel is being which indicate in pounds per square inch the pressure at which fuel is being
supplied to each engine fuel pump. supplied to each engine fuel pump.
7.23 ELECTRICAL SYSTEM 7.23 ELECTRICAL SYSTEM
AIRCRAFT SERIAL NUMBERS 31T-7804001 thru 31T-8004057 AIRCRAFT SERIAL NUMBERS 31T-7804001 thru 31T-8004057
Electrical power is supplied by a 28 volt, direct current, negative ground Electrical power is supplied by a 28 volt, direct current, negative ground
electrical system. T wo 30 v olt, 200 ampere, D.C. starter/generators in electrical system. T wo 30 v olt, 200 ampere, D.C. starter/generators in
parallel pro vide torque for engine starting and generate D.C. electrical parallel pro vide torque for engine starting and generate D.C. electrical
power. One 24 v olt, 43 ampere hour air -cooled nick el-cadmium battery, power. One 24 v olt, 43 ampere hour air -cooled nick el-cadmium battery,
located in the nose section behind the nose cone, furnishes po wer for engine located in the nose section behind the nose cone, furnishes po wer for engine
starting and also serves as a reserve source of emergency electrical power in starting and also serves as a reserve source of emergency electrical power in
the event of a dual generator f ailure. The electrical system is automatically the event of a dual generator f ailure. The electrical system is automatically
protected from overvoltage and reverse current. protected from overvoltage and reverse current.
All e xternal po wer receptacle, located on the underside of the nose All e xternal po wer receptacle, located on the underside of the nose
section, allows the use of an external auxiliary power source for starting the section, allows the use of an external auxiliary power source for starting the
engines or to allo w an e xtended ground check of electrical equipment. engines or to allo w an e xtended ground check of electrical equipment.
CAUTION CAUTION
Do not allo w e xternal auxiliary po wer to be Do not allo w e xternal auxiliary po wer to be
applied to the airplane before ensuring that the applied to the airplane before ensuring that the
battery master switch, condition le vers, battery master switch, condition le vers,
ignition switches, starter switches and radio ignition switches, starter switches and radio
switch are all OFF . During an e xternal start, switch are all OFF . During an e xternal start,
monitor the airplane v oltmeter until the monitor the airplane v oltmeter until the
reading stabilizes (27 volts minimum - 30 v olts reading stabilizes (27 volts minimum - 30 v olts
maximum), and then turn the battery master maximum), and then turn the battery master
switch ON. Generator switches are to be OFF switch ON. Generator switches are to be OFF
until the engines are running and the e xternal until the engines are running and the e xternal
power source is disconnected. power source is disconnected.
POWER DISTRIBUTION DIAGRAM POWER DISTRIBUTION DIAGRAM

(S/N 31T-7804001 thru 31T-8004057) (S/N 31T-7804001 thru 31T-8004057)
NOTE NOTE
External power source used for engine starting External power source used for engine starting
must have a minimum starting capacity of 1200 must have a minimum starting capacity of 1200
amperes at 28 volts dc. amperes at 28 volts dc.
The electrical system is primarily controlled by three switches in the The electrical system is primarily controlled by three switches in the
overhead panel, labeled “B ATTERY MASTER SWITCH, ” “RIGHT overhead panel, labeled “B ATTERY MASTER SWITCH, ” “RIGHT
STARTER - GENERA TOR SWITCH, ” AND “LEFT ST ARTER - STARTER - GENERA TOR SWITCH, ” AND “LEFT ST ARTER -
GENERATOR SWITCH.” The battery master switch connects the battery GENERATOR SWITCH.” The battery master switch connects the battery
to the tie b us. The starter - generator switches determine the mode of to the tie b us. The starter - generator switches determine the mode of
operation of the D.C. starter/generators. These are three-position switches operation of the D.C. starter/generators. These are three-position switches
labeled “START” and “GENERA TOR” with the middle position “OFF .” labeled “START” and “GENERA TOR” with the middle position “OFF .”
(Refer to Section 4, Paragraph 4.13 for starting procedures.) (Refer to Section 4, Paragraph 4.13 for starting procedures.)
Electrical switches are located in an o verhead panel just abo ve the Electrical switches are located in an o verhead panel just abo ve the
windshield (Figure 7-19) and in panels on the sides of the cockpit (Figure windshield (Figure 7-19) and in panels on the sides of the cockpit (Figure
7-17). The o verhead panel includes tw o ammeters and one v oltmeter for 7-17). The o verhead panel includes tw o ammeters and one v oltmeter for
monitoring of the electrical system. The ammeters pro vide an independent monitoring of the electrical system. The ammeters pro vide an independent
output check of each generator , and the v oltmeter indicates electrical b us output check of each generator , and the v oltmeter indicates electrical b us
voltage as well as battery condition prior to engine starting. Indi vidual voltage as well as battery condition prior to engine starting. Indi vidual
circuit protectors for the airplane’ s various electrical de vices are mounted in circuit protectors for the airplane’ s various electrical de vices are mounted in
circuit breaker panels on the sides of the cockpit. These circuit protectors are circuit breaker panels on the sides of the cockpit. These circuit protectors are
of the press-to-reset type. of the press-to-reset type.
The standard electrical system is di vided into four separate b uses (left The standard electrical system is di vided into four separate b uses (left
engine, right engine, essential and non-essential) all being fed from a central engine, right engine, essential and non-essential) all being fed from a central
tie bus, in order to pro vide a safer electrical distrib ution and to eliminate the tie bus, in order to pro vide a safer electrical distrib ution and to eliminate the
necessity of protecting a single b us system for 400 amperes. F our b us tie necessity of protecting a single b us system for 400 amperes. F our b us tie
circuit break ers, one each for the essential b us, the battery b us, the left circuit break ers, one each for the essential b us, the battery b us, the left
generator b us, and the right generator b us, are located on the floor between generator b us, and the right generator b us, are located on the floor between
the pilot and copilot seats. The left and right generator output and the the pilot and copilot seats. The left and right generator output and the
battery lead are fed unto the tie b us through 200 amp thermal break ers. The battery lead are fed unto the tie b us through 200 amp thermal break ers. The
essential bus is red from this tie bus through a 105 amp thermal breaker. Either essential bus is red from this tie bus through a 105 amp thermal breaker. Either
or both generators may be switched on or of f the tie bus by means of a switch or both generators may be switched on or of f the tie bus by means of a switch
on the circuit break er panel. This switch will not remo ve its on the circuit break er panel. This switch will not remo ve its
associated generator from its own engine support bus; it only disconnects from associated generator from its own engine support bus; it only disconnects from
the tie b us system. A switch is also pro vided to remo ve the non- the tie b us system. A switch is also pro vided to remo ve the non-
essential bus from the system. The essential b us is connected directly to the essential bus from the system. The essential b us is connected directly to the
tie b us and cannot be remo ved unless all electrical po wer is remo ved from tie b us and cannot be remo ved unless all electrical po wer is remo ved from
the tie b us system. Refer to the Po wer Distrib ution Diagram (Figure 7-15) the tie b us system. Refer to the Po wer Distrib ution Diagram (Figure 7-15)
for the indi vidual circuit. In the e vent of a ground f ault on a generator feeder for the indi vidual circuit. In the e vent of a ground f ault on a generator feeder
lead between the generator and its associated b us tie switch, an o verload lead between the generator and its associated b us tie switch, an o verload
sensor will open and automatically remo ve the generator from the line. If the sensor will open and automatically remo ve the generator from the line. If the
ground f ault were to occur between the b us tie switch and the tie b us, the ground f ault were to occur between the b us tie switch and the tie b us, the
associated bus tie circuit break er would open and the f ault would be isolated associated bus tie circuit break er would open and the f ault would be isolated
by opening the bus tie switch. by opening the bus tie switch.
Overvoltage protection is pro vided by v oltage sensitive relays. Should Overvoltage protection is pro vided by v oltage sensitive relays. Should
an o vervoltage condition occur , the af fected relay will open and remain an o vervoltage condition occur , the af fected relay will open and remain
open until all v oltage is remo ved from the af fected generator by turning open until all v oltage is remo ved from the af fected generator by turning
OFF the generator-starter switch. OFF the generator-starter switch.
Lighting includes standard na vigation lights, a landing and a taxi light Lighting includes standard na vigation lights, a landing and a taxi light
on the nose gear strut housing, and strobe-type anti-collision lights on both on the nose gear strut housing, and strobe-type anti-collision lights on both
wing tips. Cabin lighting includes tw o dome lights and four reading lights. wing tips. Cabin lighting includes tw o dome lights and four reading lights.
Cockpit lighting consists of v arious indicator lights, instrument panel Cockpit lighting consists of v arious indicator lights, instrument panel
lighting, and two map lights. The o verhead switch panel and circuit break er lighting, and two map lights. The o verhead switch panel and circuit break er
panels are electroluminescent. The courtesy lights are a baggage compart- panels are electroluminescent. The courtesy lights are a baggage compart-
ment light in the nose section and a passenger entrance light. ment light in the nose section and a passenger entrance light.
WARNING WARNING
Strobe lights should not be operating when Strobe lights should not be operating when
flying through o vercast and clouds, since flying through o vercast and clouds, since
rejected light can produce spatial disorien- rejected light can produce spatial disorien-
tation. Do not operate strobe lights when tation. Do not operate strobe lights when
taxiing in the vicinity of other aircraft. taxiing in the vicinity of other aircraft.
Other electrical accessories include pitot heat, a gear w arning horn, a Other electrical accessories include pitot heat, a gear w arning horn, a
stall w arning horn, a rheostat switch to control instrument panel lighting, stall w arning horn, a rheostat switch to control instrument panel lighting,
and other assorted systems, controls, and lights. and other assorted systems, controls, and lights.
The electrical system pro vides for the addition of optional electrical The electrical system pro vides for the addition of optional electrical
accessories. accessories.
CAUTION CAUTION
Do not use cigar lighter receptacles as po wer Do not use cigar lighter receptacles as po wer
sources for an y de vices other than the cigar sources for an y de vices other than the cigar
lighters supplied with the airplane. An y other lighters supplied with the airplane. An y other
device plugged into these receptacles may be device plugged into these receptacles may be
damaged . damaged .
AIRCRAFT SERIAL NUMBERS 31T-8104001 and up AIRCRAFT SERIAL NUMBERS 31T-8104001 and up
Electrical power is supplied by a 28 volt, direct current, negative ground Electrical power is supplied by a 28 volt, direct current, negative ground
electrical system. T wo 30 v olt, 200 ampere, D.C. starter/generators in electrical system. T wo 30 v olt, 200 ampere, D.C. starter/generators in
parallel pro vide torque for engine starting and generator D.C. electrical parallel pro vide torque for engine starting and generator D.C. electrical
power. One 24 v olt, 36 ampere hour air -cooled nick el-cadmium battery, power. One 24 v olt, 36 ampere hour air -cooled nick el-cadmium battery,
located in the nose behind the nose cone, furnishes po wer for engine located in the nose behind the nose cone, furnishes po wer for engine
starting and also serves as a reserve source of emergency electrical power in starting and also serves as a reserve source of emergency electrical power in
the event of a dual generator f ailure. The electrical system is automatically the event of a dual generator f ailure. The electrical system is automatically
protected from overvoltage and reverse current. protected from overvoltage and reverse current.
An e xternal po wer receptacle, located on the underside of the nose An e xternal po wer receptacle, located on the underside of the nose
section, allows the use of an external auxiliary power source for starting the section, allows the use of an external auxiliary power source for starting the
engines or to allow an extended ground check of electrical equipment. engines or to allow an extended ground check of electrical equipment.
CAUTION CAUTION
Do not allo w e xternal auxiliary po wer to be Do not allo w e xternal auxiliary po wer to be
applied to the airplane before ensuring that the applied to the airplane before ensuring that the
battery master switch, condition le vers, battery master switch, condition le vers,
ignition switches, starter switches and radio ignition switches, starter switches and radio
switch are all OFF . During an e xternal start, switch are all OFF . During an e xternal start,
monitor the airplane v oltmeter until the monitor the airplane v oltmeter until the
reading stabilizes (27 volts minimum - 30 v olts reading stabilizes (27 volts minimum - 30 v olts
maximum), and then turn the battery master maximum), and then turn the battery master
switch ON. Generator switches are to be OFF switch ON. Generator switches are to be OFF
until the engines are running and e xternal until the engines are running and e xternal
power source is disconnected. power source is disconnected.
NOTE NOTE
External power source used for engine starting External power source used for engine starting
must have a minimum starting capacity of 1200 must have a minimum starting capacity of 1200
amperes at 28 volts dc. amperes at 28 volts dc.
The electrical system is primarily controlled by three switches in the The electrical system is primarily controlled by three switches in the
overhead panel, labeled “B ATTERY MASTER SWITCH, ” “RIGHT overhead panel, labeled “B ATTERY MASTER SWITCH, ” “RIGHT
STARTER - GENERA TOR SWITCH, ” and “LEFT ST ARTER- STARTER - GENERA TOR SWITCH, ” and “LEFT ST ARTER-
GENERATOR SWITCH.” The battery master switch connects the battery GENERATOR SWITCH.” The battery master switch connects the battery
to the tie b us. The starter -generator switches determine the mode of to the tie b us. The starter -generator switches determine the mode of
operation of the D.C. starter/generators. These are three-position switches operation of the D.C. starter/generators. These are three-position switches
labeled “START” and “GENERA TOR” with the middle position “OFF .” labeled “START” and “GENERA TOR” with the middle position “OFF .”
(Refer to Section 4, Paragraph 4.13 for starting procedures.) (Refer to Section 4, Paragraph 4.13 for starting procedures.)
POWER DISTRIBUTION DIAGRAM POWER DISTRIBUTION DIAGRAM

(S/N 31T-8104001 AND UP) (S/N 31T-8104001 AND UP)
7-24b 7-24b
Electrical switches are located in an o verhead panel just abo ve the Electrical switches are located in an o verhead panel just abo ve the
windshield (Figure 7-19a) and in panels on the sides of the cockpit (Figure windshield (Figure 7-19a) and in panels on the sides of the cockpit (Figure
7- 17a). Generator trip switches, located in the o verhead panel adjacent to the 7- 17a). Generator trip switches, located in the o verhead panel adjacent to the
battery master switch, are used with the battery master switch to e xpedi- battery master switch, are used with the battery master switch to e xpedi-
tiously turn off all electrical power. The generators are reacti vated by cycling tiously turn off all electrical power. The generators are reacti vated by cycling
the generator selector switch(es). The o verhead panel includes tw o ammeters the generator selector switch(es). The o verhead panel includes tw o ammeters
and one v oltmeter for monitoring of the electrical system. The ammeters and one v oltmeter for monitoring of the electrical system. The ammeters
provide an independent output check of each generator , and the v oltmeter provide an independent output check of each generator , and the v oltmeter
indicates electrical b us v oltage as well as battery condition prior to engine indicates electrical b us v oltage as well as battery condition prior to engine
starting. Indi vidual circuit protectors for the airplane’ s v arious electrical starting. Indi vidual circuit protectors for the airplane’ s v arious electrical
devices are mounted in circuit break er panels on the sides of the cockpit. devices are mounted in circuit break er panels on the sides of the cockpit.
These circuit protectors are of the press-to-reset type. These circuit protectors are of the press-to-reset type.
The standard electrical system is divided into eleven separate buses (left The standard electrical system is divided into eleven separate buses (left
and right ice b us, left and right main b us, non-essential b us, AP/FD b us, and right ice b us, left and right main b us, non-essential b us, AP/FD b us,
#1 and #2 a vionics b us, left and right distrib ution b us, and gyro b us) all #1 and #2 a vionics b us, left and right distrib ution b us, and gyro b us) all
being fed from a central tie b us, in order to pro vide a safer electrical distrib u- being fed from a central tie b us, in order to pro vide a safer electrical distrib u-
tion and to eliminate the necessity of protecting a single b us system for 400 tion and to eliminate the necessity of protecting a single b us system for 400
amperes. F our b us tie circuit break ers (one each for the non-essential b us, amperes. F our b us tie circuit break ers (one each for the non-essential b us,
the battery bus, the left generator, and the right generator) are located on the the battery bus, the left generator, and the right generator) are located on the
floor between the pilot and copilot seats. The left and right generator output floor between the pilot and copilot seats. The left and right generator output
leads are fed into the tie b us through 200 thermal break ers. The non- leads are fed into the tie b us through 200 thermal break ers. The non-
essential bus is fed from this tie b us through a 100 amp thermal break er and essential bus is fed from this tie b us through a 100 amp thermal break er and
the battery lead through a 180 amp thermal break er. Also located on the the battery lead through a 180 amp thermal break er. Also located on the
main tie bus are two 70 amp break ers that supply power to the left and right main tie bus are two 70 amp break ers that supply power to the left and right
deice b uses respecti vely. Fed from the main tie b us are tw o distrib ution deice b uses respecti vely. Fed from the main tie b us are tw o distrib ution
buses placarded left and right. Three 50 amp thermal break ers are located buses placarded left and right. Three 50 amp thermal break ers are located
on each of these b uses, and the y feed the left main, right main and a vionics on each of these b uses, and the y feed the left main, right main and a vionics
buses through 160 amp diodes. This ef fectively provides a dual-fed, split b us buses through 160 amp diodes. This ef fectively provides a dual-fed, split b us
system. This system w ould survive a ground f ault or open on an y bus feeder system. This system w ould survive a ground f ault or open on an y bus feeder
lead without an y interruption of service. Refer to the Po wer Distrib ution lead without an y interruption of service. Refer to the Po wer Distrib ution
diagram. (Figure 7-15a) for the indi vidual circuits. This is possible because diagram. (Figure 7-15a) for the indi vidual circuits. This is possible because
the feeder/blocking diodes are attached directly to either end of their the feeder/blocking diodes are attached directly to either end of their
respective b us. These diodes, being in series with the 50 amp thermal respective b us. These diodes, being in series with the 50 amp thermal
breakers on the distrib ution buses, will normally share the b us load from the breakers on the distrib ution buses, will normally share the b us load from the
right and left generators equally (approx. 25 amps). In the e vent of an open right and left generators equally (approx. 25 amps). In the e vent of an open
or short on a feeder line (if a short, the 50 amp distrib ution b us circuit or short on a feeder line (if a short, the 50 amp distrib ution b us circuit
breaker will open), they are capable of carrying the full bus load safely. breaker will open), they are capable of carrying the full bus load safely.
REVISED: NOVEMBER 14, 1980 7-24c REVISED: NOVEMBER 14, 1980 7-24c
Lighting includes standard na vigation lights, a landing and a taxi light Lighting includes standard na vigation lights, a landing and a taxi light
on the nose gear strut housing, and strobe-type anti-collision lights on both on the nose gear strut housing, and strobe-type anti-collision lights on both
wing tips. Cabin lighting includes tw o dome lights and four reading lights. wing tips. Cabin lighting includes tw o dome lights and four reading lights.
Cockpit lighting consists of v arious indicator lights, instrument panel Cockpit lighting consists of v arious indicator lights, instrument panel
lighting, and two map lights. The o verhead switch panel and circuit break er lighting, and two map lights. The o verhead switch panel and circuit break er
panels are electroluminescent. The courtesy lights are a baggage compart- panels are electroluminescent. The courtesy lights are a baggage compart-
ment light in the nose section and a passenger entrance light. ment light in the nose section and a passenger entrance light.
WARNING WARNING
Strobe lights should not be operating when Strobe lights should not be operating when
flying through o vercast and clouds, since flying through o vercast and clouds, since
reflected light can produce spatial disorien- reflected light can produce spatial disorien-
tation. Do not operate strobe lights when tation. Do not operate strobe lights when
taxiing in the vicinity of other aircraft. taxiing in the vicinity of other aircraft.
Other electrical accessories include pilot heat, a gear w arning horn, a Other electrical accessories include pilot heat, a gear w arning horn, a
stall w arning horn, a rheostat switch to control instrument panel lighting, stall w arning horn, a rheostat switch to control instrument panel lighting,
and other assorted systems, controls, and lights. and other assorted systems, controls, and lights.
The electrical system pro vides for the addition of optional electrical The electrical system pro vides for the addition of optional electrical
accessories. accessories.
CAUTION CAUTION
Do not use cigar lighter receptacles as po wer Do not use cigar lighter receptacles as po wer
sources for an y de vices other than the cigar sources for an y de vices other than the cigar
lighters supplied with the airplane. An y other lighters supplied with the airplane. An y other
device plugged into these receptacles may be device plugged into these receptacles may be
damaged . damaged .
7-24d 7-24d
TYPICAL COCKPIT SIDE PANELS TYPICAL COCKPIT SIDE PANELS

S/N 31T-7804001 THRU 31T-8004057) S/N 31T-7804001 THRU 31T-8004057)
TYPICAL COCKPIT SIDE PANELS TYPICAL COCKPIT SIDE PANELS

(S/N 31T-8104001 AND UP) (S/N 31T-8104001 AND UP)
7-25a REVISED: SEPTEMBER 30, 1981 7-25a REVISED: SEPTEMBER 30, 1981
TYPICAL FLOOR CIRCUIT PANEL TYPICAL FLOOR CIRCUIT PANEL

7-25b 7-25b
OVERHEAD SWITCH PANEL OVERHEAD SWITCH PANEL

(S/N 31T-7804001 THRU 31T-8004057) (S/N 31T-7804001 THRU 31T-8004057)
OVERHEAD SWITCH PANEL OVERHEAD SWITCH PANEL

(S/N 31T-8104001 AND UP} (S/N 31T-8104001 AND UP}
REVISED: DECEMBER 15, 1981 7-26a REVISED: DECEMBER 15, 1981 7-26a
7-26b 7-26b
7.25 INSTRUMENT PANEL 7.25 INSTRUMENT PANEL
The instrument panel will accommodate complete instruments and The instrument panel will accommodate complete instruments and
avionics for VFR and IFR flights. avionics for VFR and IFR flights.
Flight instruments are on the left side, directly in front of the pilot. A Flight instruments are on the left side, directly in front of the pilot. A
complete set of flight instruments for the copilot may be installed on the complete set of flight instruments for the copilot may be installed on the
right instrument panel as optional equipment. W ith the e xception of the right instrument panel as optional equipment. W ith the e xception of the
pilot’s turn and bank indicator , which is v acuum-driven or air pressure- pilot’s turn and bank indicator , which is v acuum-driven or air pressure-
driven, all of the gyro instruments are electric. driven, all of the gyro instruments are electric.
Engine monitoring gauges are mounted to ward the center of the Engine monitoring gauges are mounted to ward the center of the
instrument panel, to the right of the pilot’ s flight instruments. T wo starter instrument panel, to the right of the pilot’ s flight instruments. T wo starter
energized indicator lights are located below the engine instruments or in the energized indicator lights are located below the engine instruments or in the
annunciator panel. These lights illuminate indi vidually when one or both of annunciator panel. These lights illuminate indi vidually when one or both of
the starter switches are in the “ON” position. the starter switches are in the “ON” position.
Radio na vigational instruments are in the center of the instrument Radio na vigational instruments are in the center of the instrument
panel, and radio and radar installations are to the right of center . Micro- panel, and radio and radar installations are to the right of center . Micro-
phone and headphone jacks are pro vided for both the pilot and the copilot. phone and headphone jacks are pro vided for both the pilot and the copilot.
These jacks are installed to ward the e xtreme left and right sides of the These jacks are installed to ward the e xtreme left and right sides of the
instrument panel. instrument panel.
Autopilot controls are grouped on the control pedestal. F or some Autopilot controls are grouped on the control pedestal. F or some
installations additional autopilot controls are mounted on the left installations additional autopilot controls are mounted on the left
instrument panel. instrument panel.
Pressurization system controls and gauges are situated to the lo wer left Pressurization system controls and gauges are situated to the lo wer left
of the pilot’ s control wheel. Cabin comfort controls are mounted on the of the pilot’ s control wheel. Cabin comfort controls are mounted on the
rights side of the instrument panel in the area of the copilot’s control wheel. rights side of the instrument panel in the area of the copilot’s control wheel.
Extending across the lo wer section of the instrument panel are v arious Extending across the lo wer section of the instrument panel are v arious
system controls. These include landing gear and wing flap control le vers, an system controls. These include landing gear and wing flap control le vers, an
oxygen system control knob, the parking brak e handle and the alternate oxygen system control knob, the parking brak e handle and the alternate
static source selector. static source selector.
On aircraft with serial numbers 31T-7804001 through 31T-8104070, the On aircraft with serial numbers 31T-7804001 through 31T-8104070, the
windshield wiper control knob is located on the lo wer section of the instru- windshield wiper control knob is located on the lo wer section of the instru-
ment panel. On aircraft with serial numbers 31T -8104071 and up, the ment panel. On aircraft with serial numbers 31T -8104071 and up, the
windshield wiper control is mounted on the control pedestal. windshield wiper control is mounted on the control pedestal.
TYPICAL DUAL INSTRUMENT PANEL TYPICAL DUAL INSTRUMENT PANEL

(SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011) (SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011)
1. PNEUMATIC PRESSURE GAUGE 31. HTG TEST SWITCHES
2. INSTRUMENT VACUUM INDICATOR 32. GEAR POSITION SELECTOR
3. CLOCK 33. OXYGEN SYSTEM CONTROL
4. VENT 34. GEAR INDICATOR LIGHTS
5. AUTOPILOT, F/D AND MIKE SWITCHES 35. BETA LIGHTS
8. TURN AND BANK INDICATOR 36. STARTER ENERGIZED LIGHTS
7. AIRSPEED INDICATOR 37. ELEVATOR TRIM WHEEL
PA-31T1, CHEYENNE I
8. RATE OF CLIMB INDICATOR 38. POWER LEVERS

9. DIRECTIONAL GYRO 39. PROPELLER LEVERS
10. ATTITUDE GYRO 40. CONDITION LEVERS

11. MARKER BEACON 41. ALTERNATE STATIC SOURCE
12. NAV 2 42. FLAP POSITION INDICATOR
13. ANNUNCIATION PRESS-TO-TEST 43. FLAP POSITION SELECTOR
14. ALTIMETER 44. WINDSHIELD WIPER CONTROL
15. MASTER CAUTION/RESET 45. HEATER FUEL SWITCH

18. ADF 46. VENT
17. ENGINE GAUGES 47. CABIN COMFORT PANEL
18. ENGINE GAUGES 48. OXYGEN SUPPLY GAUGE
Figure 7-21 (cont)

19. AVIONICS INSTALLATIONS 49. FUEL TOTALIZER
20. ANNUNCIATOR DISPLAY
21. AUDIO SELECTOR PANEL
22. RADAR
23. ANNUNCIATOR DISPLAY DIMMER
24. COPILOT FLIGHT INSTRUMENTS
25. DUAL FUEL QUANTITY GAUGE
TYPICAL DUAL, INSTRUMENT PANEL

26. CLOCK
27. MIKE AND PHONE JACKS, PRESS, TEST SWITCH
28. PRESSURIZATION CONTROLS
29. OUTSIDE AIR TEMP. GAUGE
30. PARKING BRAKE HANDLE
(SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011)

DESCRIPTION & OPERATION
SECTION 7
7-28a
REPORT: 2124
PA-31T1, CHEYENNE I

ISSUED: OCTOBER 13, 1978 11. MARKER BEACON 41. ALTERNATE STATIC SOURCE
12. NAV 2 42. FLAP POSITION INDICATOR
13. ANNUNCIATION PRESS-TO-TEST 43. FLAP POSITION SELECTOR
14. ALTIMETER 44. WINDSHIELD WIPER CONTROL
15. MASTER CAUTION/RESET 45. HEATER FUEL SWITCH

18. ADF 46. VENT
18. ENGINE GAUGES 48. OXYGEN SUPPLY GAUGE
Figure 7-21 (cont)
19. AVIONICS INSTALLATIONS 49. FUEL TOTALIZER

20. ANNUNCIATOR DISPLAY
22. RADAR
TYPICAL DUAL, INSTRUMENT PANEL
26. CLOCK
(SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011)
REPORT: 2124
SECTION 7
7-28a

(SERIAL NUMBERS 31T-7904001 THRU 31T-8004057) (SERIAL NUMBERS 31T-7904001 THRU 31T-8004057)
7-28b REVISED: AUGUST 28, 1980 7-28b REVISED: AUGUST 28, 1980
PA-31T1, CHEYENNE I


11. MARKER BEACON 41. ALTERNATE STATIC SOURCE
12. NAV 2 42. FLAP TEST SWITCH
13 ANNUNCIATOR PRESS-TO-TEST 43. FLAP POSITION INDICATOR
14. ALTIMETER 44. FLAP POSITION SELECTOR
15. MASTER CAUTION/RESET 45. WINDSHIELD WIPER CONTROL
16. ADF 46. HEATER FUEL SWITCH

17. ENGINE GAUGES 47. VENT
19. AVIONICS INSTALLATIONS 49. OXYGEN SUPPLY GAUGE
Figure 7-22 (cont)

20. ANNUNCIATOR DISPLAY 50. FUEL TOTALIZER
22. RADAR
25. CLOCK
TYPICAL DUAL INSTRUMENT PANEL

29. OUTSIDE AIR TEMP, GAUGE
(SERIAL NUMBERS 31T-7904001 THRU 31T-8004057)

SECTION 7
7-28c
REPORT: 2124
PA-31T1, CHEYENNE I

ISSUED: AUGUST 28, 1980 11.
12.
MARKER BEACON
NAV 2
41.
42.
ALTERNATE STATIC SOURCE
FLAP TEST SWITCH
13 ANNUNCIATOR PRESS-TO-TEST 43. FLAP POSITION INDICATOR
14. ALTIMETER 44. FLAP POSITION SELECTOR
15. MASTER CAUTION/RESET 45. WINDSHIELD WIPER CONTROL
16. ADF 46. HEATER FUEL SWITCH

19. AVIONICS INSTALLATIONS 49. OXYGEN SUPPLY GAUGE
Figure 7-22 (cont)
20. ANNUNCIATOR DISPLAY 50. FUEL TOTALIZER

22. RADAR
25. CLOCK

29. OUTSIDE AIR TEMP, GAUGE
(SERIAL NUMBERS 31T-7904001 THRU 31T-8004057)
SECTION 7
7-28c
REPORT: 2124

(SERIAL NUMBERS 31T-8104001 AND UP) (SERIAL NUMBERS 31T-8104001 AND UP)
7-28d REVISED: SEPTEMBER 30, 1981 7-28d REVISED: SEPTEMBER 30, 1981
1. GYRO PRESSURE GAUGE 30. PARKING BRAKE HANDLE
2. CABIN PRESSURE TEST/DUMP SWITCH 31. HTG TEST SWITCHES
3. CLOCK 32. GEAR POSITION SELECTOR
4. VENT 33. OXYGEN SYSTEM CONTROL
5. AUTOPILOT, F/D AND MIKE SWITCHES 34. GEAR INDICATOR LIGHTS
6. TURN AND BANK INDICATOR 35. BETA LIGHTS

PA-31T1, CHEYENNE I

11. NAV 2 40. ALTERNATE STATIC SOURCE
12. ANNUNCIATOR PRESS-TO-TEST 41. FLAP TEST SWITCH
13. ALTIMETER 42. FLAP POSITION INDICATOR
14. MASTER CAUTION/RESET 43. FLAP POSITION SELECTOR

15. ADF 44. WINDSHIELD WIPER CONTROL (S/N 31T-7804001 thru 31T-8104070)
16. ENGINE GAUGES 45. HEATER FUEL SWITCH

18. AVIONICS INSTALLATIONS 47. CABIN COMFORT PANEL
19. ANNUNCIATOR DISPLAY 48. OXYGEN SUPPLY GAUGE
20. AUDIO SELECTOR PANEL 49. FUEL TOTALIZER
Figure 7-22a (cont)

21. RADAR
25. CLOCK
26. PNEUMATIC PRESSURE GAUGE

28. PILOT’S MIKE AND PHONE JACKS
(SERIAL NUMBERS 31T-8104001 AND UP)

REPORT: 2124
SECTION 7
7-29
1. GYRO PRESSURE GAUGE 30. PARKING BRAKE HANDLE
2. CABIN PRESSURE TEST/DUMP SWITCH 31. HTG TEST SWITCHES
3. CLOCK 32. GEAR POSITION SELECTOR
4. VENT 33. OXYGEN SYSTEM CONTROL
5. AUTOPILOT, F/D AND MIKE SWITCHES 34. GEAR INDICATOR LIGHTS
6. TURN AND BANK INDICATOR 35. BETA LIGHTS

PA-31T1, CHEYENNE I

11. NAV 2 40. ALTERNATE STATIC SOURCE
12. ANNUNCIATOR PRESS-TO-TEST 41. FLAP TEST SWITCH
13. ALTIMETER 42. FLAP POSITION INDICATOR
REVISED: DECEMBER 15, 1981 14. MASTER CAUTION/RESET 43. FLAP POSITION SELECTOR
15. ADF 44. WINDSHIELD WIPER CONTROL (S/N 31T-7804001 thru 31T-8104070)
16. ENGINE GAUGES 45. HEATER FUEL SWITCH

18. AVIONICS INSTALLATIONS 47. CABIN COMFORT PANEL
19. ANNUNCIATOR DISPLAY 48. OXYGEN SUPPLY GAUGE
20. AUDIO SELECTOR PANEL 49. FUEL TOTALIZER
Figure 7-22a (cont)
21. RADAR
25. CLOCK
26. PNEUMATIC PRESSURE GAUGE
28. PILOT’S MIKE AND PHONE JACKS

(SERIAL NUMBERS 31T-8104001 AND UP)

REPORT: 2124
SECTION 7
7-29
Other installations on the instrument panel include v arious indicator Other installations on the instrument panel include v arious indicator
lights and gauges to show the position of the landing gear and wing flaps and lights and gauges to show the position of the landing gear and wing flaps and
the condition of the pneumatic system, instrument v acuum, oxygen system the condition of the pneumatic system, instrument v acuum, oxygen system
pressure, outside air temperature, beta range, etc. Adv ance stall w arning is pressure, outside air temperature, beta range, etc. Adv ance stall w arning is
provided by a horn located behind the instrument panel and controlled by provided by a horn located behind the instrument panel and controlled by
the stall warning vane located in the leading edge of the right wing. the stall warning vane located in the leading edge of the right wing.
Additional instrumentation includes an eight-day clock, a compass Additional instrumentation includes an eight-day clock, a compass
mounted on the windshield di vider, and an engine hour recorder , which is mounted on the windshield di vider, and an engine hour recorder , which is
mounted on the cockpit overhead panel. mounted on the cockpit overhead panel.
The cockpit o verhead panel includes light switches, windshield and The cockpit o verhead panel includes light switches, windshield and
pitot heat switches, surf ace deicer and engine ice protection switches, oil pitot heat switches, surf ace deicer and engine ice protection switches, oil
cooler door controls, fuel pump, ignition and starter switches, and the cooler door controls, fuel pump, ignition and starter switches, and the
battery master switch. Ammeters and an electrical monitoring gauge are battery master switch. Ammeters and an electrical monitoring gauge are
located in the center of the overhead panel. located in the center of the overhead panel.
Instrument panel lighting and radio lighting are controlled by three Instrument panel lighting and radio lighting are controlled by three
rheostat switches located overhead and to the center of the cockpit. rheostat switches located overhead and to the center of the cockpit.
7.27 ANNUNCIATOR DISPLAY SYSTEM 7.27 ANNUNCIATOR DISPLAY SYSTEM
The instrument panel features an annunciator display system that The instrument panel features an annunciator display system that
provides aural/visual indication of the condition of certain systems essential provides aural/visual indication of the condition of certain systems essential
to safe operation of the airplane. The annunciator system consists basically to safe operation of the airplane. The annunciator system consists basically
of an annunciator controller , sensors on the monitored systems, an of an annunciator controller , sensors on the monitored systems, an
annunciator display, a combination master caution light/reset b utton annunciator display, a combination master caution light/reset b utton
directly in front of the pilot, a warning horn and a press-to-test switch. directly in front of the pilot, a warning horn and a press-to-test switch.
The annunciator display extends across the top center of the instrument The annunciator display extends across the top center of the instrument
panel. The monitored systems are engine deice operation, oil cooler door panel. The monitored systems are engine deice operation, oil cooler door
position, engine fire, fuel pressure, oil pressure and temperature, engine f ire position, engine fire, fuel pressure, oil pressure and temperature, engine f ire
extinguisher operational status, a vionics inverter po wer toss, generator extinguisher operational status, a vionics inverter po wer toss, generator
operation, battery temperature, annunciator po wer, cabin pressure, cabin operation, battery temperature, annunciator po wer, cabin pressure, cabin
altitude, and cabin, nose cone and baggage door security and on later altitude, and cabin, nose cone and baggage door security and on later
models, starter ener gized lights. The engine deice, free gyro and oil cooler models, starter ener gized lights. The engine deice, free gyro and oil cooler
door lights are single b ulb indicators that illuminate steady green to sho w door lights are single b ulb indicators that illuminate steady green to sho w
when an engine deice system is on or when an oil cooler door is open. These when an engine deice system is on or when an oil cooler door is open. These
indicator channels do not flash and do not activate the master caution light or indicator channels do not flash and do not activate the master caution light or
warning horn. warning horn.
With the e xceptions of the abo ve-mentioned indicator channels, all With the e xceptions of the abo ve-mentioned indicator channels, all
display lights are red, dual-b ulb indicators. When a monitored system enters display lights are red, dual-b ulb indicators. When a monitored system enters
a pertinent condition, the associated display light will flash simultaneously a pertinent condition, the associated display light will flash simultaneously
with the flashing of the master caution light and the sounding of the with the flashing of the master caution light and the sounding of the
annunciator w arning horn. When the master caution light/reset b utton is annunciator w arning horn. When the master caution light/reset b utton is
pressed, the master caution light and the horn are turned of f; ho wever, as pressed, the master caution light and the horn are turned of f; ho wever, as
long as the condition e xists, the display light will remain lit without flashing. long as the condition e xists, the display light will remain lit without flashing.
Should a second monitored system enter a pertinent condition, the w arning Should a second monitored system enter a pertinent condition, the w arning
procedure is repeated with the second display light flashing and the f irst procedure is repeated with the second display light flashing and the f irst
remaining lit steadily. This sequence is repeatable for all monitored circuits. remaining lit steadily. This sequence is repeatable for all monitored circuits.
If a malfunction triggers the annunciator and then the malfunction is If a malfunction triggers the annunciator and then the malfunction is
corrected, the display for that system will automatically e xtinguish and corrected, the display for that system will automatically e xtinguish and
reset. reset.
A dimmer switch to the right of the annunciator panel raises or to wers A dimmer switch to the right of the annunciator panel raises or to wers
the intensity of the display lights. The master caution light does not dim. the intensity of the display lights. The master caution light does not dim.
During the press-to-test procedure, the display lights will test either bright During the press-to-test procedure, the display lights will test either bright
or dim, depending upon the position of the dimmer switch. A slight time or dim, depending upon the position of the dimmer switch. A slight time
delay will occur between the selection of the bright mode and the actual delay will occur between the selection of the bright mode and the actual
brightening of the display. brightening of the display.
A press-to-test switch to the left of the annunciator display panel A press-to-test switch to the left of the annunciator display panel
activates the master caution light, the warning horn and all display lights. If activates the master caution light, the warning horn and all display lights. If
the annunciator system is functioning properly , when the test switch is the annunciator system is functioning properly , when the test switch is
pressed the f ive green indicator lights should illuminate instantly , followed pressed the f ive green indicator lights should illuminate instantly , followed
in one second by the sounding of the w arning horn and the flashing of the in one second by the sounding of the w arning horn and the flashing of the
master caution light and all red display lights, except the flaps. If any of the master caution light and all red display lights, except the flaps. If any of the
display lights are already lit at the time the test switch is acti vated, the y display lights are already lit at the time the test switch is acti vated, the y
will remain lit during the test but will not flash. will remain lit during the test but will not flash.
To test the flap annunciator light select the flaps to another position, To test the flap annunciator light select the flaps to another position,
press the test switch ne xt to the flap position indicator while the flaps are press the test switch ne xt to the flap position indicator while the flaps are
moving. moving.
Illumination of the “ ANN PO WER” display light indicates a f ailure Illumination of the “ ANN PO WER” display light indicates a f ailure
within the annunciator system. F or probable causes of annunciator system within the annunciator system. F or probable causes of annunciator system
malfunctions and for correcti ve procedures to follo w in the e vent of such malfunctions and for correcti ve procedures to follo w in the e vent of such
malfunctions, refer to Annunciator F ailure procedures in Section 3, malfunctions, refer to Annunciator F ailure procedures in Section 3,
Emergency Procedures. Emergency Procedures.
INSTRUMENT AIR AND FLUID LINES INSTRUMENT AIR AND FLUID LINES
7-32 7-32
7.29 PITOT STATIC SYSTEM 7.29 PITOT STATIC SYSTEM
The pitot static system supplies dynamic and static air pressure for the The pitot static system supplies dynamic and static air pressure for the
operation of the airspeed indicator . Static air is also supplied to the v ertical operation of the airspeed indicator . Static air is also supplied to the v ertical
velocity indicator and altimeter. velocity indicator and altimeter.
A heated pitot head is located under the nose of the aircraft just forw ard A heated pitot head is located under the nose of the aircraft just forw ard
of the gear doors. A second heated pitot system is added when dual of the gear doors. A second heated pitot system is added when dual
instruments are installed. instruments are installed.
Static source pads are located on both sides of the rear fuselage forw ard Static source pads are located on both sides of the rear fuselage forw ard
of the horizontal tail. The y connect to a single line leading to the instru- of the horizontal tail. The y connect to a single line leading to the instru-
ments. The dual pickups are pro vided to reduce side slip ef fects on the ments. The dual pickups are pro vided to reduce side slip ef fects on the
airspeed indicator, altimeter and vertical velocity indicator. airspeed indicator, altimeter and vertical velocity indicator.
An alternate static source v alve is located on the instrument panel to An alternate static source v alve is located on the instrument panel to
the right of the control pedestal. F or normal operation, the le ver remains to the right of the control pedestal. F or normal operation, the le ver remains to
the left. For alternate air, move the lever to the right. the left. For alternate air, move the lever to the right.
When the alternate static source is selected, the pilot’ s instruments are When the alternate static source is selected, the pilot’ s instruments are
vented to the unpressurized nose section. This means that the altimeter and vented to the unpressurized nose section. This means that the altimeter and
airspeed indicator will indicate higher readings than normal. (See correction airspeed indicator will indicate higher readings than normal. (See correction
chart in Section 5 - Performance.) The v ertical velocity indicator will show a chart in Section 5 - Performance.) The v ertical velocity indicator will show a
momentary climb. momentary climb.
The switches for the pitot heat are located in the o verhead switch panel. The switches for the pitot heat are located in the o verhead switch panel.
The left pitot heat switch also controls the heating of the stall w arning vane. The left pitot heat switch also controls the heating of the stall w arning vane.
Pitot covers are pro vided with each pitot head and should be installed when Pitot covers are pro vided with each pitot head and should be installed when
the aircraft is park ed to pre vent bugs and rain from entering the pitot head. the aircraft is park ed to pre vent bugs and rain from entering the pitot head.
A partially or completely block ed pitot system will gi ve erratic or zero A partially or completely block ed pitot system will gi ve erratic or zero
reading on the airspeed indicator. reading on the airspeed indicator.
NOTE NOTE
Before every flight, check to mak e sure the pitot Before every flight, check to mak e sure the pitot
cover has been remo ved and that static holes cover has been remo ved and that static holes
are unobstructed. are unobstructed.
7.31 RADIO EQUIPMENT 7.31 RADIO EQUIPMENT
Various radio installations are a vailable. Audio selector switches, Various radio installations are a vailable. Audio selector switches,
transmitter selector, frequenc y and v olume controls, an a vionics master transmitter selector, frequenc y and v olume controls, an a vionics master
switch, and other controls related to radio operation are located in the switch, and other controls related to radio operation are located in the
center section of the instrument panel, where the y are accessible to both the center section of the instrument panel, where the y are accessible to both the
pilot and the copilot. Jacks for earphones and microphones for the pilot and pilot and the copilot. Jacks for earphones and microphones for the pilot and
the copilot are on the far left and the far right of the instrument panel. the copilot are on the far left and the far right of the instrument panel.
A guarded switch mark ed “ALT AVIONIC PWR” is located on the A guarded switch mark ed “ALT AVIONIC PWR” is located on the
avionics circuit break er panel. This switch is pro vided as an emer gency avionics circuit break er panel. This switch is pro vided as an emer gency
back-up system in the event of a power failure in the avionics bus. If failure back-up system in the event of a power failure in the avionics bus. If failure
would occur in one b us, power can be restored from the other b us through would occur in one b us, power can be restored from the other b us through
the avionics bus tie. If after careful management of po wer consumption the the avionics bus tie. If after careful management of po wer consumption the
total load on both a vionics buses exceeds 50 amps, the pilot can actuate the total load on both a vionics buses exceeds 50 amps, the pilot can actuate the
guarded switch to supply additional po wer to the No. 1 a vionics bus. This guarded switch to supply additional po wer to the No. 1 a vionics bus. This
switch allo ws up to 50 amps to be dra wn directly from the essential b us. switch allo ws up to 50 amps to be dra wn directly from the essential b us.
Refer to the Po wer Distribution Diagram (Figure 7-15 or 7-15a). If f ailure Refer to the Po wer Distribution Diagram (Figure 7-15 or 7-15a). If f ailure
would occur by both a vionics buses, power can still be routed to the No. 1 would occur by both a vionics buses, power can still be routed to the No. 1
bus. bus.
A ground clearance ener gy sa ver system is a vailable to pro vide direct A ground clearance ener gy sa ver system is a vailable to pro vide direct
power to Comm #1 and N AV #2 without turning on the master switch. An power to Comm #1 and N AV #2 without turning on the master switch. An
internally lit push b utton switch, located on the instrument panel, pro vides internally lit push b utton switch, located on the instrument panel, pro vides
annunciation for engagement of the system. When the b utton is engaged annunciation for engagement of the system. When the b utton is engaged
direct aircraft battery po wer is applied to Comm #1 and N AV #2 and audio direct aircraft battery po wer is applied to Comm #1 and N AV #2 and audio
amplifier (speak er) and radio accessories. The system is reset to the OFF amplifier (speak er) and radio accessories. The system is reset to the OFF
position by activating the aircraft master switch. position by activating the aircraft master switch.
7.33 ENVIRONMENTAL CONTROL SYSTEM 7.33 ENVIRONMENTAL CONTROL SYSTEM
A cabin comfort control panel, located at the lo wer right corner of the A cabin comfort control panel, located at the lo wer right corner of the
instrument panel, contains all the controls needed to operate the heating, instrument panel, contains all the controls needed to operate the heating,
cooling, and dehumidif ication system. A master switch on the panel cooling, and dehumidif ication system. A master switch on the panel
controls the heater , air conditioner , and cabin recirculating air blo wer. A controls the heater , air conditioner , and cabin recirculating air blo wer. A
mode switch is normally used in the automatic position, and the operator mode switch is normally used in the automatic position, and the operator
need only select the proper temperature le vel with the control mark ed need only select the proper temperature le vel with the control mark ed
“TEMP.” (When adjusting cabin temperature mak e small, gradual adjust- “TEMP.” (When adjusting cabin temperature mak e small, gradual adjust-
ments and allow time for the stabilization of temperature.) The mode switch ments and allow time for the stabilization of temperature.) The mode switch
also has a manual position f ar standby use in case of a malfunction of the also has a manual position f ar standby use in case of a malfunction of the
automatic mode. The switch mark ed “MANUAL” controls the heater or air automatic mode. The switch mark ed “MANUAL” controls the heater or air
conditioner when the mode switch is in the manual position. conditioner when the mode switch is in the manual position.
CABIN COMFORT CONTROL PANEL CABIN COMFORT CONTROL PANEL

The dehumidifier switch pro vides a means to decrease humidity when The dehumidifier switch pro vides a means to decrease humidity when
the mode switch is in the automatic position. The toggle switch mark ed the mode switch is in the automatic position. The toggle switch mark ed
“HEATER FUEL” controls the flow of fuel to the heater fuel pump. It must “HEATER FUEL” controls the flow of fuel to the heater fuel pump. It must
be turned on for heater operation. be turned on for heater operation.
Control of cabin temperature is through the c ycling of the heater or the Control of cabin temperature is through the c ycling of the heater or the
air conditioner. Both units are controlled by an electronic controller which air conditioner. Both units are controlled by an electronic controller which
receives its signal from an adjustable thermostat. A slide selector switch,* receives its signal from an adjustable thermostat. A slide selector switch,*
located below the cabin comfort controller , is placarded PILO T - CABIN. located below the cabin comfort controller , is placarded PILO T - CABIN.
When the selector switch is in the PILO T position, cabin temperature is When the selector switch is in the PILO T position, cabin temperature is
controlled by the TEMP control on the comfort control panel. When the controlled by the TEMP control on the comfort control panel. When the
selector switch is in the CABIN position, cabin temperature is controlled by selector switch is in the CABIN position, cabin temperature is controlled by
a selector control mounted on the pilot side of the passenger compartment a selector control mounted on the pilot side of the passenger compartment
sidewall. When the thermostat calls for heat, the controller turns on the sidewall. When the thermostat calls for heat, the controller turns on the
heater system. The heater will operate at full capacity until the thermostat heater system. The heater will operate at full capacity until the thermostat
reaches the selected temperature. The thermostat has a temperature dead reaches the selected temperature. The thermostat has a temperature dead
band between the heating and cooling c ycles to pre vent acti vation of the band between the heating and cooling c ycles to pre vent acti vation of the
heater by the air conditioning cooling or of the air conditioner by the heater. heater by the air conditioning cooling or of the air conditioner by the heater.
Under normal conditions, the cabin thermostat will automatically Under normal conditions, the cabin thermostat will automatically
control heater and air conditioner operation. When the dehumidif ier is on, control heater and air conditioner operation. When the dehumidif ier is on,
the heater and the conditioner operate together , with the air conditioner the heater and the conditioner operate together , with the air conditioner
operating continuously and the heater c ycling to maintain the desired operating continuously and the heater c ycling to maintain the desired
temperature level. This is helpful in pre venting cabin condensation during temperature level. This is helpful in pre venting cabin condensation during
letdowns from high cold soak altitude to w arm humid conditions near letdowns from high cold soak altitude to w arm humid conditions near
airport le vel and to pre vent condensation during ground operation under airport le vel and to pre vent condensation during ground operation under
cool rainy conditions. cool rainy conditions.
7.35 HEATING, VENTILATING AND DEFROSTING SYSTEM 7.35 HEATING, VENTILATING AND DEFROSTING SYSTEM
The flow of air for heating, v entilating, and defrosting is tak en through The flow of air for heating, v entilating, and defrosting is tak en through
the main pressurization air line and an outside air duct in the lower right side the main pressurization air line and an outside air duct in the lower right side
of the nose section. When the cabin is pressurized, the outside air duct is of the nose section. When the cabin is pressurized, the outside air duct is
closed and air is tak en from the cabin by the use of a recirculation blo wer closed and air is tak en from the cabin by the use of a recirculation blo wer
and main pressurization air line. Air from the heater is directed to outlets and main pressurization air line. Air from the heater is directed to outlets
along both sides of the cabin. Air from the heater can also be routed to the along both sides of the cabin. Air from the heater can also be routed to the
windshield defroster outlets along both sides of the windshield center post. windshield defroster outlets along both sides of the windshield center post.
Air for v entilating is routed through ducts along both sides of the cabin and Air for v entilating is routed through ducts along both sides of the cabin and
enters from indi vidually controlled e yeball outlets ne xt to each passenger enters from indi vidually controlled e yeball outlets ne xt to each passenger
seat and in front of the pilot and copilot. The recirculation blo wer operates seat and in front of the pilot and copilot. The recirculation blo wer operates
whenever the cabin comfort master switch is ON. All controls for the heater whenever the cabin comfort master switch is ON. All controls for the heater
are mounted on the lower right instrument panel. are mounted on the lower right instrument panel.
*Aircraft with serial numbers 31T-8104001 and up. *Aircraft with serial numbers 31T-8104001 and up.
7.37 HEATER OPERATION 7.37 HEATER OPERATION
The 45,000 B.T.U. Janitorial comb ustion heater can be operated either The 45,000 B.T.U. Janitorial comb ustion heater can be operated either
independently or in conjunction with the air conditioner , depending upon independently or in conjunction with the air conditioner , depending upon
the mode selected on the cabin comfort control panel. A master switch turns the mode selected on the cabin comfort control panel. A master switch turns
the system on or of f. To the left of the control panel is a heater fuel switch, the system on or of f. To the left of the control panel is a heater fuel switch,
which must be on for heater operation. During normal operation, the mode which must be on for heater operation. During normal operation, the mode
switch is in the automatic (“ AUTO”) position, and an electronic controller switch is in the automatic (“ AUTO”) position, and an electronic controller
turns the heater on or of f automatically to k eep the cabin at a temperature turns the heater on or of f automatically to k eep the cabin at a temperature
selected on the adjustable temp. knob . When the mode switch is in the selected on the adjustable temp. knob . When the mode switch is in the
manual (“MAN”) position, the heater may be turned on or of f, as desired. manual (“MAN”) position, the heater may be turned on or of f, as desired.
For manual operation, the switch labeled “MANU AL” should be placed in For manual operation, the switch labeled “MANU AL” should be placed in
the heater (“HTR”) position and the heater turned on or of f by use of the the heater (“HTR”) position and the heater turned on or of f by use of the
heater fuel switch. heater fuel switch.
AIRCRAFT SERIAL NUMBERS 31T -7804001 THR U 31T-8004057 AIRCRAFT SERIAL NUMBERS 31T -7804001 THR U 31T-8004057
WITHOUT PIPER KIT NO. 764 227 INSTALLED WITHOUT PIPER KIT NO. 764 227 INSTALLED
If a heater o ver-temp condition occurs, a thermal switch located on the If a heater o ver-temp condition occurs, a thermal switch located on the
heater, will trip, precluding further heater operation until the switch is heater, will trip, precluding further heater operation until the switch is
manually reset by opening the access bay and depressing the reset b utton. manually reset by opening the access bay and depressing the reset b utton.
AIRCRAFT SERIAL NUMBERS 31T -8104001 THR U 31T-8104067 AIRCRAFT SERIAL NUMBERS 31T -8104001 THR U 31T-8104067
WITHOUT PIPER KIT NO. 764 228 INSTALLED WITHOUT PIPER KIT NO. 764 228 INSTALLED
An amber -colored indicator/switch is located adjacent to the heater An amber -colored indicator/switch is located adjacent to the heater
controls and is placarded “HEA TER/OVER TEMP.,” “PUSH T O controls and is placarded “HEA TER/OVER TEMP.,” “PUSH T O
RESET.” The indicator and the switch are a single unit. In the e vent that a RESET.” The indicator and the switch are a single unit. In the e vent that a
heater overtemp. condition were to occur, an automatic reset thermal switch heater overtemp. condition were to occur, an automatic reset thermal switch
located on the heater will trip a relay , which in turn will remo ve electrical located on the heater will trip a relay , which in turn will remo ve electrical
power from the heater and illuminate the “HEA TER/OVER TEMP.” power from the heater and illuminate the “HEA TER/OVER TEMP.”
indicator light. The pilot will be able to reset the heater by pushing the reset indicator light. The pilot will be able to reset the heater by pushing the reset
switch after the heater has cooled sufficiently to allow the thermal switch to switch after the heater has cooled sufficiently to allow the thermal switch to
reset. reset.
CAUTION CAUTION
This switch should only be reset one time per This switch should only be reset one time per
flight. Continuous tripping of the o verheat flight. Continuous tripping of the o verheat
switch indicates a failure in the heating system. switch indicates a failure in the heating system.
AIRCRAFT SERIAL NOS. 31T -7804001 THRU 31T-8004057 IF PIPER AIRCRAFT SERIAL NOS. 31T -7804001 THRU 31T-8004057 IF PIPER
KIT NO. 764 227 IS INST ALLED, 31T-8104001 THRU 31T-8104067 IF KIT NO. 764 227 IS INST ALLED, 31T-8104001 THRU 31T-8104067 IF
PIPER KIT NO. 764 228 IS INST ALLED, AND 31T -8104068 AND UP PIPER KIT NO. 764 228 IS INST ALLED, AND 31T -8104068 AND UP
A manual reset thermostat has been attached to the outboard side of the A manual reset thermostat has been attached to the outboard side of the
hot-air distribution box to prevent overheating of the heated air ducts. If the hot-air distribution box to prevent overheating of the heated air ducts. If the
thermostat should sense a temperature of 300° ± 3° F, electrical power will be thermostat should sense a temperature of 300° ± 3° F, electrical power will be
interrupted to the heater control v alve, thereby, precluding further heater interrupted to the heater control v alve, thereby, precluding further heater
operation until the thermostat is manually reset by opening the right-side operation until the thermostat is manually reset by opening the right-side
nose equipment bay and depressing the reset b utton. If a heater o ver-temp nose equipment bay and depressing the reset b utton. If a heater o ver-temp
condition occurs, a thermal switch located on the heater , will trip, precluding condition occurs, a thermal switch located on the heater , will trip, precluding
further heater operation until the switch is manually reset by opening the further heater operation until the switch is manually reset by opening the
access bay and depressing the reset button. access bay and depressing the reset button.
7-36b REVISED: SEPTEMBER 30, 198I 7-36b REVISED: SEPTEMBER 30, 198I
7.39 CABIN AIR CONDITIONING SYSTEM 7.39 CABIN AIR CONDITIONING SYSTEM
The 23,000 B.T .U. air conditioning system can be operated either The 23,000 B.T .U. air conditioning system can be operated either
independently or in conjunction with the heater , depending upon the mode independently or in conjunction with the heater , depending upon the mode
selected on the cabin comfort control panel. A master switch turns the selected on the cabin comfort control panel. A master switch turns the
system on or of f. During normal operation when the mode switch is in the system on or of f. During normal operation when the mode switch is in the
automatic (“AUTO”) position a thermostat adjustable by the temp. knob, automatic (“AUTO”) position a thermostat adjustable by the temp. knob,
signals an electronic controller which turns on the air conditioner until the signals an electronic controller which turns on the air conditioner until the
cabin reaches the selected temperature. When the mode switch is in the cabin reaches the selected temperature. When the mode switch is in the
manual (“MAN”) position, the air conditioner may be turned on or of f, manual (“MAN”) position, the air conditioner may be turned on or of f,
as desired, by use of the switch labeled “MANU AL.” The air conditioner is as desired, by use of the switch labeled “MANU AL.” The air conditioner is
on when the manual switch is in the air conditioner (“ A/C”) position, and off on when the manual switch is in the air conditioner (“ A/C”) position, and off
when the switch is in the heater (“HTR”) position. F or manual operation of when the switch is in the heater (“HTR”) position. F or manual operation of
the air conditioner, the heater fuel switch must be OFF. the air conditioner, the heater fuel switch must be OFF.
7.41 CABIN PRESSURIZATION 7.41 CABIN PRESSURIZATION
Pressurization air for the P A-31T1 is obtained by use of high pressure Pressurization air for the P A-31T1 is obtained by use of high pressure
engine compressor bleed air . The high pressure air is routed through an engine compressor bleed air . The high pressure air is routed through an
intercooler, then into a jet pump which mix es bleed air with outside air. This intercooler, then into a jet pump which mix es bleed air with outside air. This
decreases the amount of high pressure air required from the engine and also decreases the amount of high pressure air required from the engine and also
lowers the temperature of the bleed air . The air then proceeds to the main lowers the temperature of the bleed air . The air then proceeds to the main
pressure line under the cabin floor and passes through the pressurized air pressure line under the cabin floor and passes through the pressurized air
control box assembly which controls the flow of air that is to be routed either control box assembly which controls the flow of air that is to be routed either
to the cabin or overboard. to the cabin or overboard.
The cabin air control, to the left of the pilot’ s control wheel shaft, has The cabin air control, to the left of the pilot’ s control wheel shaft, has
three positions mark ed: “PRESSURIZED AIR, ” “RECIRCULATED three positions mark ed: “PRESSURIZED AIR, ” “RECIRCULATED
AIR,” and “OUTSIDE AIR. ” When the control is in the PRESSURIZED AIR,” and “OUTSIDE AIR. ” When the control is in the PRESSURIZED
AIR position, the air is directed through the air conditioning e vaporator to AIR position, the air is directed through the air conditioning e vaporator to
the heater and heater ducts, and through the cool air ducts along both sides the heater and heater ducts, and through the cool air ducts along both sides
of the cabin to individually controlled air outlets. When the control is in the of the cabin to individually controlled air outlets. When the control is in the
OUTSIDE AIR position, the air is not needed for pressurization. Air is then OUTSIDE AIR position, the air is not needed for pressurization. Air is then
routed below the cabin floor and o verboard. During ground operations, to routed below the cabin floor and o verboard. During ground operations, to
prevent fumes from other aircraft entering the cabin, the control may be prevent fumes from other aircraft entering the cabin, the control may be
placed in the RECIRCULA TED AIR position. In this position, no outside placed in the RECIRCULA TED AIR position. In this position, no outside
air enters the system. Restrict continuous operation in the recirculated air air enters the system. Restrict continuous operation in the recirculated air
position to 15 minutes. position to 15 minutes.
All the controls needed to operate the cabin pressurization system are All the controls needed to operate the cabin pressurization system are
grouped together on the lower left side of the instrument panel. grouped together on the lower left side of the instrument panel.
HEATING, VENTILATING, AIR CONDITIONING AND HEATING, VENTILATING, AIR CONDITIONING AND
PRESSURIZATION SYSTEM SCHEMATIC PRESSURIZATION SYSTEM SCHEMATIC
1. PNEUMATIC SYSTEM PRESSURE GAUGE 48. LINE (TO EMPENNAGE DEICER BOOTS) 1. PNEUMATIC SYSTEM PRESSURE GAUGE 48. LINE (TO EMPENNAGE DEICER BOOTS)
2. TEST SWITCH (MANUAL OVERRIDE) 49. BLEED SETTING ADJUSTMENT 2. TEST SWITCH (MANUAL OVERRIDE) 49. BLEED SETTING ADJUSTMENT
3. CABIN ALTITUDE SELECTOR 50. ISOBARIC VALVE 3. CABIN ALTITUDE SELECTOR 50. ISOBARIC VALVE
4. CABIN RATE OF CHANGE GAUGE 51. SAFETY VALVE 4. CABIN RATE OF CHANGE GAUGE 51. SAFETY VALVE
5. CABIN DIFFERENTIAL PRESSURE AND CABIN 52. BLEED LINE 5. CABIN DIFFERENTIAL PRESSURE AND CABIN 52. BLEED LINE
ALTITUDE GAUGE 53. STATIC VENT LINE ALTITUDE GAUGE 53. STATIC VENT LINE
6. RATE OF CHANGE CONTROL 54. RUPTURE DIAPHRAGM 6. RATE OF CHANGE CONTROL 54. RUPTURE DIAPHRAGM
7. CABIN ASCEND OR DESCEND SWITCH 55. STATIC VENT LINE 7. CABIN ASCEND OR DESCEND SWITCH 55. STATIC VENT LINE
8. PRESSURED AIR BLEED PORT 56. CABIN DIFFERENTIAL PRESSURE WARNING 8. PRESSURED AIR BLEED PORT 56. CABIN DIFFERENTIAL PRESSURE WARNING
9. AMBIENT AIR INLET SWITCH 9. AMBIENT AIR INLET SWITCH
10. DEICER BOOT 10. DEICER BOOT
11. INTERCOOLER ASSEMBLY 11. INTERCOOLER ASSEMBLY
12. INTERCOOLER AIR INLET 12. INTERCOOLER AIR INLET
14. JET PUMP WITH CHECK VALVE 14. JET PUMP WITH CHECK VALVE
15. CABIN ALTITUDE CONTROL ASSEMBLY 15. CABIN ALTITUDE CONTROL ASSEMBLY
16. VENTILATION DUCT 16. VENTILATION DUCT
17. OUTSIDE AIR BOX ASSEMBLY 17. OUTSIDE AIR BOX ASSEMBLY
18. RECIRCULATION FAN 18. RECIRCULATION FAN
19. OUTSIDE AIR SOURCE 19. OUTSIDE AIR SOURCE
20. EVAPORATOR 20. EVAPORATOR
21 . EXPANSION VALVE 21 . EXPANSION VALVE
22. EVAPORATOR CONTROL VALVE 22. EVAPORATOR CONTROL VALVE
23. RECEIVER DEHYDRATOR 23. RECEIVER DEHYDRATOR
24. FRESH AIR DISTRIBUTION LINE 24. FRESH AIR DISTRIBUTION LINE
25. TEMPERATE AIR DISTRIBUTION LINE 25. TEMPERATE AIR DISTRIBUTION LINE
27. RESONATOR 27. RESONATOR
29. RECIRCULATING AIR INTAKE 29. RECIRCULATING AIR INTAKE
30. TEMPERATE AIR DISTRIBUTION BOX 30. TEMPERATE AIR DISTRIBUTION BOX
ASSEMBLY ASSEMBLY
31. FREON PRESSURE LINE 31. FREON PRESSURE LINE
32. FREON SUCTION LINE 32. FREON SUCTION LINE
33. COMPRESSOR 33. COMPRESSOR
34 CABIN AIR CONTROL 34 CABIN AIR CONTROL
35. VACUUM TURN AND BANK 35. VACUUM TURN AND BANK
37. OVERBOARD DUMP 37. OVERBOARD DUMP
38. PRESSURIZED AIR CONTROL BOX ASSEMBLY 38. PRESSURIZED AIR CONTROL BOX ASSEMBLY
39. EJECTOR 39. EJECTOR
40. CONDENSER 40. CONDENSER
41. CHECK VALVES 41. CHECK VALVES
42. SEPARATOR 42. SEPARATOR
43. REGULATOR 43. REGULATOR
44. VALVE (2 WAY) 44. VALVE (2 WAY)
45. DEICE EJECTOR 45. DEICE EJECTOR
47. LINE (TO DOOR SEAL) 47. LINE (TO DOOR SEAL)
7-38a 7-38a
(SERIAL NUMBER 31T-7904001 AND UP) (SERIAL NUMBER 31T-7904001 AND UP)
7-38b 7-38b
1. PNEUMATIC SYSTEM PRESSURE GAUGE 48. LINE (TO EMPENNAGE DEICER BOOTS) 1. PNEUMATIC SYSTEM PRESSURE GAUGE 48. LINE (TO EMPENNAGE DEICER BOOTS)
2. TEST/DUMP SWITCH 49. REGULATOR 2. TEST/DUMP SWITCH 49. REGULATOR
3. CABIN ALTITUDE CONTROLLER 50. ISOBORIC VALVE 3. CABIN ALTITUDE CONTROLLER 50. ISOBORIC VALVE
4. CABIN RATE OF CHANGE GAUGE 51. SAFETY VALVE 4. CABIN RATE OF CHANGE GAUGE 51. SAFETY VALVE
5. CABIN DIFFERENTIAL PRESSURE AND CABIN 52. CHECK VALVE 5. CABIN DIFFERENTIAL PRESSURE AND CABIN 52. CHECK VALVE
ALTITUDE GAUGE 53. STATIC VENT LINE ALTITUDE GAUGE 53. STATIC VENT LINE
6. RATE OF CHANGE CONTROL 54. VACUUM REGULATOR 6. RATE OF CHANGE CONTROL 54. VACUUM REGULATOR
7. FILTER 55. STATIC VENT LINE 7. FILTER 55. STATIC VENT LINE
8. PRESSURIZED AIR BLEED PORT 56. CABIN DIFFERENTIAL PRESSURE WARNING 8. PRESSURIZED AIR BLEED PORT 56. CABIN DIFFERENTIAL PRESSURE WARNING
9. AMBIENT AIR INLET SWITCH 9. AMBIENT AIR INLET SWITCH
10. DEICER BOOT 57. CHECK VALVE 10. DEICER BOOT 57. CHECK VALVE
11. INTERCOOLER ASSEMBLY 58. FILTER 11. INTERCOOLER ASSEMBLY 58. FILTER
12. INTERCOOLER AIR INLET 59. AUX. VOLUME TANK 12. INTERCOOLER AIR INLET 59. AUX. VOLUME TANK
14. JET PUMP WITH CHECK VALVE 14. JET PUMP WITH CHECK VALVE
15. CABIN ALTITUDE CONTROL ASSEMBLY 15. CABIN ALTITUDE CONTROL ASSEMBLY
16. VENTILATION DUCT 16. VENTILATION DUCT
17. OUTSIDE AIR BOX ASSEMBLY 17. OUTSIDE AIR BOX ASSEMBLY
18. RECIRCULATION FAN 18. RECIRCULATION FAN
19. OUTSIDE AIR SOURCE 19. OUTSIDE AIR SOURCE
20. EVAPORATOR 20. EVAPORATOR
21. EXPANSION VALVE 21. EXPANSION VALVE
22. EVAPORATOR CONTROL VALVE 22. EVAPORATOR CONTROL VALVE
23. RECEIVER DEHYDRATOR 23. RECEIVER DEHYDRATOR
24. FRESH AIR DISTRIBUTION LINE 24. FRESH AIR DISTRIBUTION LINE
25. TEMPERATE AIR DISTRIBUTION LINE 25. TEMPERATE AIR DISTRIBUTION LINE
27. RESONATOR 27. RESONATOR
29. RECIRCULATING AIR INTAKE 29. RECIRCULATING AIR INTAKE
30. TEMPERATE AIR DISTRIBUTION 30. TEMPERATE AIR DISTRIBUTION
BOX ASSEMBLY BOX ASSEMBLY
31. FREON PRESSURE LINE 31. FREON PRESSURE LINE
32 FREON SUCTION LINE 32 FREON SUCTION LINE
33. COMPRESSOR 33. COMPRESSOR
34. CABIN AIR CONTROL 34. CABIN AIR CONTROL
35. VACUUM TURN AND BANK 35. VACUUM TURN AND BANK
37. OVERBOARD DUMP 37. OVERBOARD DUMP
38. PRESSURIZED AIR CONTROL BOX ASSEMBLY 38. PRESSURIZED AIR CONTROL BOX ASSEMBLY
39. EJECTOR 39. EJECTOR
40. CONDENSER 40. CONDENSER
41. CHECK VALVES 41. CHECK VALVES
42. SEPARATOR 42. SEPARATOR
43. REGULATOR 43. REGULATOR
45. DEICE EJECTOR 45. DEICE EJECTOR
47. LINE (TO DOOR SEAL) 47. LINE (TO DOOR SEAL)
AIRCRAFT SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011 AIRCRAFT SERIAL NUMBERS 31T-7804001 THROUGH 31T-7804011
For pressurized flight below 13,000 feet, the cabin altitude selector ring For pressurized flight below 13,000 feet, the cabin altitude selector ring
should be set at 500 feet abo ve the airport altitude and the cabin air control should be set at 500 feet abo ve the airport altitude and the cabin air control
placed in the PRESSURIZED AIR position. Cabin pressurization will then placed in the PRESSURIZED AIR position. Cabin pressurization will then
be controlled automatically. For flight above 13,000 feet, or should a change be controlled automatically. For flight above 13,000 feet, or should a change
in cabin altitude be desired for an y reason, altitude changes should be set on in cabin altitude be desired for an y reason, altitude changes should be set on
the outer dial of the cabin altitude selector ring, and the ascend/descend the outer dial of the cabin altitude selector ring, and the ascend/descend
toggle switch be set accordingly. This automatically brings the cabin altitude toggle switch be set accordingly. This automatically brings the cabin altitude
selector to a new setting. Should the rate of ascent or descent require adjust- selector to a new setting. Should the rate of ascent or descent require adjust-
ment, the rate of change control knob directly belo w the cabin altitude ment, the rate of change control knob directly belo w the cabin altitude
selector may be used to increase or decrease the rate of change. Lights selector may be used to increase or decrease the rate of change. Lights
indicate whether the unit is on the ascent or descent mode of operation. Once indicate whether the unit is on the ascent or descent mode of operation. Once
the desired cabin altitude is reached, the toggle switch should be returned to the desired cabin altitude is reached, the toggle switch should be returned to
the OFF position. the OFF position.
To the immediate left of the cabin altitude selector and rate of change To the immediate left of the cabin altitude selector and rate of change
controls are instruments to simplify selling the system and to monitor system controls are instruments to simplify selling the system and to monitor system
operation. The cabin altitude instrument indicates the cabin altitude in feet, operation. The cabin altitude instrument indicates the cabin altitude in feet,
and the cabin rate of change instrument indicates the rate at which cabin and the cabin rate of change instrument indicates the rate at which cabin
altitude is changing in feet per minute. A differential pressure gauge, which is altitude is changing in feet per minute. A differential pressure gauge, which is
incorporated in the f ace of the cabin altitude instrument, indicates the incorporated in the f ace of the cabin altitude instrument, indicates the
differential pressure between the cabin and the outside atmosphere. differential pressure between the cabin and the outside atmosphere.
A w arning light on the annunciator display w arns the pilot should the A w arning light on the annunciator display w arns the pilot should the
cabin altitude go above 10,500 feet or should the cabin dif ferential pressure cabin altitude go above 10,500 feet or should the cabin dif ferential pressure
go above 5.7 psi. Cabin pressure is automatically re gulated to a maximum of go above 5.7 psi. Cabin pressure is automatically re gulated to a maximum of
5.5 psi. Should the automatic re gulator malfunction, a system of safety 5.5 psi. Should the automatic re gulator malfunction, a system of safety
devices releases pressure. If both the automatic re gulator and the safety devices releases pressure. If both the automatic re gulator and the safety
valves fail, cabin pressure may be unloaded by slo wly and partially raising valves fail, cabin pressure may be unloaded by slo wly and partially raising
the access co ver of the emer gency gear e xtender. A landing gear pressur- the access co ver of the emer gency gear e xtender. A landing gear pressur-
ization safety switch on the left main landing gear pre vents the cabin from ization safety switch on the left main landing gear pre vents the cabin from
being pressurized while the airplane is on the ground. A test switch on the being pressurized while the airplane is on the ground. A test switch on the
instrument panel may be used to o verride the landing gear pressurization instrument panel may be used to o verride the landing gear pressurization
safety switch when testing the system on the ground. safety switch when testing the system on the ground.
For complete instructions on the operation of the cabin pressurization For complete instructions on the operation of the cabin pressurization
system, refer to Section 4 - Normal Procedures. system, refer to Section 4 - Normal Procedures.
CABIN PRESSURIZATION CONTROLS CABIN PRESSURIZATION CONTROLS

7-40a 7-40a

7-40b REVISED: JANUARY 31, 1980 7-40b REVISED: JANUARY 31, 1980
AIRCRAFT SERIAL NUMBERS 31T -7904001 THROUGH 31T-8004059 AIRCRAFT SERIAL NUMBERS 31T -7904001 THROUGH 31T-8004059
For pressurized flight belo w 12,000 feet, the cabin altitude controller For pressurized flight belo w 12,000 feet, the cabin altitude controller
should be set at 500 feet abo ve the airport altitude and the pressurization should be set at 500 feet abo ve the airport altitude and the pressurization
control le ver placed in the PRESSURIZED AIR position. Cabin pressuri- control le ver placed in the PRESSURIZED AIR position. Cabin pressuri-
zation will then be controlled automatically . For flight above 12,000 feet, or zation will then be controlled automatically . For flight above 12,000 feet, or
should a change in cabin altitude be desired for an y reason, altitude changes should a change in cabin altitude be desired for an y reason, altitude changes
should be set on the cabin altitude controller . This automatically brings the should be set on the cabin altitude controller . This automatically brings the
cabin altitude to a ne w setting. Should the rate of ascent or descent require cabin altitude to a ne w setting. Should the rate of ascent or descent require
adjustment, the rate of change control knob belo w the cabin altitude con- adjustment, the rate of change control knob belo w the cabin altitude con-
troller may be used to increase or decrease the rate of change. troller may be used to increase or decrease the rate of change.
To the immediate left of the cabin altitude controller and the rate of To the immediate left of the cabin altitude controller and the rate of
change control are instruments to simplify setting the system and to monitor change control are instruments to simplify setting the system and to monitor
system operation. The cabin altitude instrument indicates the cabin altitude system operation. The cabin altitude instrument indicates the cabin altitude
in feet, and the cabin rate of change instrument indicates the rate at which in feet, and the cabin rate of change instrument indicates the rate at which
cabin altitude is changing in feet per minute. A dif ferential pressure gauge, cabin altitude is changing in feet per minute. A dif ferential pressure gauge,
which is incorporated in the f ace of the cabin altitude instrument, indicates which is incorporated in the f ace of the cabin altitude instrument, indicates
the differential pressure between the cabin and the outside atmosphere. the differential pressure between the cabin and the outside atmosphere.
A warning light on the annunciator display w arns the pilot should the A warning light on the annunciator display w arns the pilot should the
go above 5.7 psi. Cabin pressure is automatically re gulated to a maximum go above 5.7 psi. Cabin pressure is automatically re gulated to a maximum
of 5.5 psi. Should the automatic re gulator malfunction, a system of safety of 5.5 psi. Should the automatic re gulator malfunction, a system of safety
the access cover of the emergency gear extender or by rapid decompression the access cover of the emergency gear extender or by rapid decompression
with the use of the dump switch. This switch is designed to pre vent in- with the use of the dump switch. This switch is designed to pre vent in-
advertent dump and must be pulled out before actuation. A landing gear advertent dump and must be pulled out before actuation. A landing gear
pressurization safety switch on the left main landing gear pre vents the cabin pressurization safety switch on the left main landing gear pre vents the cabin
from being pressurized while the airplane is on the ground. A test switch on from being pressurized while the airplane is on the ground. A test switch on
the instrument panel may be used to o verride the landing gear pressurization the instrument panel may be used to o verride the landing gear pressurization
system refer to Section 4 - Normal Procedures. system refer to Section 4 - Normal Procedures.

7-41a 7-41a
AIRCRAFT SERIAL NUMBERS 31T-8004060 AND UP AIRCRAFT SERIAL NUMBERS 31T-8004060 AND UP
For pressurized flight below 13,000 feet, the cabin altitude selector ring For pressurized flight below 13,000 feet, the cabin altitude selector ring
should be set at 500 feet abo ve the airport altitude and the cabin air control should be set at 500 feet abo ve the airport altitude and the cabin air control
placed in the PRESSURIZED AIR position. Cabin pressurization will then placed in the PRESSURIZED AIR position. Cabin pressurization will then
be controlled automatically. For flight above 13,000 feet, or should a change be controlled automatically. For flight above 13,000 feet, or should a change
in cabin altitude be desired for an y reason, altitude changes should be set on in cabin altitude be desired for an y reason, altitude changes should be set on
the dial of the cabin altitude selector ring. This automatically brings the the dial of the cabin altitude selector ring. This automatically brings the
cabin altitude selector to a ne w setting. Should the rate of ascent or descent cabin altitude selector to a ne w setting. Should the rate of ascent or descent
require adjustment, the rate of change control knob directly abo ve the cabin require adjustment, the rate of change control knob directly abo ve the cabin
altitude selector may be used to increase or decrease the rate of change. altitude selector may be used to increase or decrease the rate of change.
To the immediate left of the cabin altitude selector and rate of change To the immediate left of the cabin altitude selector and rate of change
controls are instruments to simplify setting the system and to monitor system controls are instruments to simplify setting the system and to monitor system
operation. The cabin altitude instrument indicates the cabin altitude in feet, operation. The cabin altitude instrument indicates the cabin altitude in feet,
and the cabin rate of change instrument indicates the rate at which cabin and the cabin rate of change instrument indicates the rate at which cabin
altitude is changing in feet per minute. A dif ferential pressure gauge, which is altitude is changing in feet per minute. A dif ferential pressure gauge, which is
incorporated in the f ace of the cabin altitude instrument, indicates the incorporated in the f ace of the cabin altitude instrument, indicates the
differential pressure between the cabin and the outside atmosphere. differential pressure between the cabin and the outside atmosphere.
A warning light on the annunciator display w arns the pilot should the A warning light on the annunciator display w arns the pilot should the
go above 5.7 psi. Cabin pressure is automatically regulated to a maximum of go above 5.7 psi. Cabin pressure is automatically regulated to a maximum of
5.5 psi. Should the automatic re gulator malfunction, a system of safety 5.5 psi. Should the automatic re gulator malfunction, a system of safety
the access co ver of the emer gency gear e xtender. A landing gear pressur - the access co ver of the emer gency gear e xtender. A landing gear pressur -
ization safety switch on the left main landing gear pre vents the cabin from ization safety switch on the left main landing gear pre vents the cabin from
being pressurized while the airplane is on the ground. A test switch on the being pressurized while the airplane is on the ground. A test switch on the
instrument panel may be used to o verride the landing gear pressurization instrument panel may be used to o verride the landing gear pressurization
system refer to Section 4 - Normal Procedures. system refer to Section 4 - Normal Procedures.
7-41b 7-41b
OXYGEN SYSTEM OXYGEN SYSTEM

7-42 7-42
7.43 OXYGEN SYSTEM 7.43 OXYGEN SYSTEM
The oxygen system appro ved for the P A-31T1 pro vides emer gency The oxygen system appro ved for the P A-31T1 pro vides emer gency
supplementary oxygen for the cre w and passengers in the e vent of pressur - supplementary oxygen for the cre w and passengers in the e vent of pressur -
ization failure. ization failure.
The cre w compartment is f itted with tw o plug-in receptacles with The cre w compartment is f itted with tw o plug-in receptacles with
automatic on-off valves. The crew masks should be plugged in prior to flight automatic on-off valves. The crew masks should be plugged in prior to flight
and stowed on the hangers adjacent to the crew seats. and stowed on the hangers adjacent to the crew seats.
On aircraft with serial numbers 31T -7804001 through 31T -8104041, On aircraft with serial numbers 31T -7804001 through 31T -8104041,
31T -8104043 through 31T -8104046, 31T-8104048, 31T-8104050, 31T -8104043 through 31T -8104046, 31T-8104048, 31T-8104050,
31T-8104051, 31T-8104053 through 31T -8104058, 31T-8104060 and 31T-8104051, 31T-8104053 through 31T -8104058, 31T-8104060 and
31T-8104061, the passenger area is equipped with six plug-in receptacles 31T-8104061, the passenger area is equipped with six plug-in receptacles
with automatic on-of f valves incorporated into the cabin. On aircraft with with automatic on-of f valves incorporated into the cabin. On aircraft with
serial numbers 31T -8104042, 31T-8104047, 31T-8104049, 31T-8104052, serial numbers 31T -8104042, 31T-8104047, 31T-8104049, 31T-8104052,
31T-8104059, 31T-8104062 and up, the passenger area is f itted with six 31T-8104059, 31T-8104062 and up, the passenger area is f itted with six
masks attached to a lan yard-pull outlet f itting. Oxygen will not flo w to the masks attached to a lan yard-pull outlet f itting. Oxygen will not flo w to the
masks until the lan yard attached to the supply hose is pulled and the flo w masks until the lan yard attached to the supply hose is pulled and the flo w
activating pin is released. This allows oxygen to flow to the mask. activating pin is released. This allows oxygen to flow to the mask.
An oxygen supply gauge is mounted on the lower right instrument panel An oxygen supply gauge is mounted on the lower right instrument panel
and indicates the pressure in the oxygen c ylinder. The flo w control knob is and indicates the pressure in the oxygen c ylinder. The flo w control knob is
located under the left lo wer instrument panel. A pressure re gulator is located under the left lo wer instrument panel. A pressure re gulator is
mounted directly to the oxygen cylinder. mounted directly to the oxygen cylinder.
The oxygen cylinder is mounted on the left side of the aircraft, aft of the The oxygen cylinder is mounted on the left side of the aircraft, aft of the
forward baggage compartment and belo w the a vionics equipment. When forward baggage compartment and belo w the a vionics equipment. When
fully charged, the cylinder contains oxygen at a pressure of 1800 pounds per fully charged, the cylinder contains oxygen at a pressure of 1800 pounds per
square inch at 70°F . Before taking of f for high altitude flying, ascertain that square inch at 70°F . Before taking of f for high altitude flying, ascertain that
the oxygen supply is adequate for the proposed flight and that the passengers the oxygen supply is adequate for the proposed flight and that the passengers
are briefed. are briefed.
If oxygen should be required, pull the control knob ON, allo wing If oxygen should be required, pull the control knob ON, allo wing
oxygen to flow from the cylinder through the connecting tubing and into the oxygen to flow from the cylinder through the connecting tubing and into the
receptacles. receptacles.
To use cre w compartment oxygen, pull the oxygen control knob ON To use cre w compartment oxygen, pull the oxygen control knob ON
and don the mask. The pilot’ s and copilot’ s masks are sto wed on hangers and don the mask. The pilot’ s and copilot’ s masks are sto wed on hangers
adjacent to their seats. adjacent to their seats.
To use oxygen in the passenger area on aircraft with serial numbers To use oxygen in the passenger area on aircraft with serial numbers
31T-7804001 through 31T -8104041, 31T-8104043 through 31T -8104046, 31T-7804001 through 31T -8104041, 31T-8104043 through 31T -8104046,
31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053 through 31T- 31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053 through 31T-
8104058, 31T-8104060 and 31T-8104061, open the center o verhead storage 8104058, 31T-8104060 and 31T-8104061, open the center o verhead storage
compartments adjacent to each pair of seats, connect a constant flo w mask compartments adjacent to each pair of seats, connect a constant flo w mask
fitting into a receptacle and don mask. Oxygen will flo w through the mask fitting into a receptacle and don mask. Oxygen will flo w through the mask
whenever the fitting is in the receptacle and the control knob is ON. Al ways whenever the fitting is in the receptacle and the control knob is ON. Al ways
remove the f itting from the receptacle and sto w the mask properly to a void remove the f itting from the receptacle and sto w the mask properly to a void
damage to the mask when not in use. To use oxygen in the passenger area on damage to the mask when not in use. To use oxygen in the passenger area on
aircraft serial numbers 31T -8104042, 31T-8104047, 31T-8104049, aircraft serial numbers 31T -8104042, 31T-8104047, 31T-8104049,
31T-8104052, 31T-8104059, 31T-8104062 and up, open the center o ver- 31T-8104052, 31T-8104059, 31T-8104062 and up, open the center o ver-
head storage compartments to display masks and pull mask to be used to the head storage compartments to display masks and pull mask to be used to the
face. (Lan yard will pull flo w acti vating pin.) The f itting in the passenger face. (Lan yard will pull flo w acti vating pin.) The f itting in the passenger
compartment cannot be remo ved from their receptacle, ho wever, before compartment cannot be remo ved from their receptacle, ho wever, before
stowing the mask in the o verhead compartment, the lan yard pull acti vating stowing the mask in the o verhead compartment, the lan yard pull acti vating
pin must be reinserted. pin must be reinserted.
Always assure that oxygen is being deli vered to the mask by checking the Always assure that oxygen is being deli vered to the mask by checking the
flow indicator. flow indicator.
Crew compartment oxygen can be discontinued by pushing in on the Crew compartment oxygen can be discontinued by pushing in on the
oxygen control knob . The cre w masks should be plugged in during flight. oxygen control knob . The cre w masks should be plugged in during flight.
After flight the masks may be unplugged and sto wed under their respecti ve After flight the masks may be unplugged and sto wed under their respecti ve
seats. seats.
Oxygen can be discontinued in the passenger area on aircraft with Oxygen can be discontinued in the passenger area on aircraft with
serial numbers 31T -7804001 through 31T -8104041,31T-8104043 through serial numbers 31T -7804001 through 31T -8104041,31T-8104043 through
31T-8104046, 31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053 31T-8104046, 31T-8104048, 31T-8104050, 31T-8104051, 31T-8104053
through 31T-8104058, 31T-8104060 and 31T-8104061, by disconnecting the through 31T-8104058, 31T-8104060 and 31T-8104061, by disconnecting the
mask fitting from the receptacle, sto wing the masks in the o verhead storage mask fitting from the receptacle, sto wing the masks in the o verhead storage
compartments and pushing IN on the oxygen control knob in the cre w compartments and pushing IN on the oxygen control knob in the cre w
compartment. Oxygen to the passenger area on aircraft with serial numbers compartment. Oxygen to the passenger area on aircraft with serial numbers
31T-8104042, 31T-8104047, 31T-8104049, 31T-8104052, 31T-8104059, 31T-8104042, 31T-8104047, 31T-8104049, 31T-8104052, 31T-8104059,
31T-8104062 and up, can be discontinued by pushing the oxygen control 31T-8104062 and up, can be discontinued by pushing the oxygen control
knob located in the cre w compartment IN or by reinserting the lan yard flow knob located in the cre w compartment IN or by reinserting the lan yard flow
activating pin and sto wing the masks in the o verhead storage compartments. activating pin and sto wing the masks in the o verhead storage compartments.
Refer to Section 3 - Emer gency Procedures for oxygen requirements Refer to Section 3 - Emer gency Procedures for oxygen requirements
and duration. and duration.
CAUTION CAUTION
Positively NO SMOKING while oxygen is Positively NO SMOKING while oxygen is

being used by anyone in the airplane. being used by anyone in the airplane.
Keep oil, grease, hydraulic fluid, paint or other inflammable material Keep oil, grease, hydraulic fluid, paint or other inflammable material
away from oxygen equipment. After use, masks should be cleaned (see away from oxygen equipment. After use, masks should be cleaned (see
Paragraph 8.27, Section 8). Paragraph 8.27, Section 8).
7.45 CABIN FEATURES 7.45 CABIN FEATURES
The normal seating arrangement is tw o crew seats and four reclining, The normal seating arrangement is tw o crew seats and four reclining,
adjustable executive-type passenger seats, each equipped with an adjustable adjustable executive-type passenger seats, each equipped with an adjustable
headrest and tw o armrests. The outboard armrest is f ixed and the aisle headrest and tw o armrests. The outboard armrest is f ixed and the aisle
armrest is of a swing-a way design for ease of entry and e xit. An ash tray, a armrest is of a swing-a way design for ease of entry and e xit. An ash tray, a
reading light, and an adjustable indi vidual v entilation control are also reading light, and an adjustable indi vidual v entilation control are also
standard for each passenger seat. F or increased passenger capacity , one standard for each passenger seat. F or increased passenger capacity , one
additional full-size seat may be installed to e xpand the cabin to seven place additional full-size seat may be installed to e xpand the cabin to seven place
seating. The standard seats are track mounted to allo w movement fore and seating. The standard seats are track mounted to allo w movement fore and
aft and are reversible for a foursome arrangement. Optional lateral tracking aft and are reversible for a foursome arrangement. Optional lateral tracking
seats are available and will also move inboard. The crew seats are adjustable seats are available and will also move inboard. The crew seats are adjustable
three ways: fore and aft, up and do wn, and reclinable. The le ver nearest the three ways: fore and aft, up and do wn, and reclinable. The le ver nearest the
floor controls fore and aft mo vement; the center handle controls up and floor controls fore and aft mo vement; the center handle controls up and
down movement, and the smaller top handle controls angle of recline. down movement, and the smaller top handle controls angle of recline.
The passenger seats adjust forw ard and aft and recline (e xcept when the The passenger seats adjust forw ard and aft and recline (e xcept when the
seats are facing aft). seats are facing aft).
Safety belts are installed on all seats. Shoulder harnesses with self- Safety belts are installed on all seats. Shoulder harnesses with self-
adjusting inertia reels are installed on the pilot and copilot seats. The inertia adjusting inertia reels are installed on the pilot and copilot seats. The inertia
reels allo w the shoulder harness to e xtend or retract during normal body reels allo w the shoulder harness to e xtend or retract during normal body
movement; however, the strap locks securely in place under sharp forw ard movement; however, the strap locks securely in place under sharp forw ard
force. To check the function of the inertia reel, tug sharply on the strap. The force. To check the function of the inertia reel, tug sharply on the strap. The
reel should lock under this test and pre vent the strap from e xtending. reel should lock under this test and pre vent the strap from e xtending.
A storm window is installed in the pilot’s side window. A storm window is installed in the pilot’s side window.
7-44a 7-44a
7-44b 7-44b
A map clip is located on the control wheel, and a pock et for papers and A map clip is located on the control wheel, and a pock et for papers and
registrations is attached to the left side panel forward of the pilot’s seat. For registrations is attached to the left side panel forward of the pilot’s seat. For
the passengers’ convenience, utility pock ets are attached to each seat back. the passengers’ convenience, utility pock ets are attached to each seat back.
The cabin is equipped with “NO SMOKING” and “FASTEN SEAT BELT “ The cabin is equipped with “NO SMOKING” and “FASTEN SEAT BELT “
lights controllable from the cockpit. Additional features include cabin and lights controllable from the cockpit. Additional features include cabin and
cockpit cigar lighters, individual oxygen masks, curtains, and clothes hanger cockpit cigar lighters, individual oxygen masks, curtains, and clothes hanger
support bars with hangers. support bars with hangers.
7.47 BAGGAGE AREAS 7.47 BAGGAGE AREAS
There are tw o baggage compartments. The forw ard compartment pro- There are tw o baggage compartments. The forw ard compartment pro-
vides 20 cubic feet of storage space and is accessible from the left side of the vides 20 cubic feet of storage space and is accessible from the left side of the
nose section through a 26 x 21 inch door . The maximum baggage capacity is nose section through a 26 x 21 inch door . The maximum baggage capacity is
300 pounds. When the se venth seat is installed on aircraft serial numbers 300 pounds. When the se venth seat is installed on aircraft serial numbers
31T-7904001 through 31T-7904005 without Piper Kit No. 763 909 installed, 31T-7904001 through 31T-7904005 without Piper Kit No. 763 909 installed,
permanent ballast in the form of metal plates weighing 25 pounds each are permanent ballast in the form of metal plates weighing 25 pounds each are
added to the forw ard baggage compartment to assist the pilot in k eeping added to the forw ard baggage compartment to assist the pilot in k eeping
the C.G. within the en velope. The amount of ballast will v ary from aircraft the C.G. within the en velope. The amount of ballast will v ary from aircraft
to aircraft depending upon the amount of optional equipment installed. The to aircraft depending upon the amount of optional equipment installed. The
maximum forw ard baggage capacity is then reduced by the amount of maximum forw ard baggage capacity is then reduced by the amount of
ballast installed. The pilot should refer to Section 6 - W eight and Balance ballast installed. The pilot should refer to Section 6 - W eight and Balance
paragraph 6.15(f) Item 181 for the applicable maximum forw ard baggage paragraph 6.15(f) Item 181 for the applicable maximum forw ard baggage
capacity. The rear compartment has a v olume of 22 cubic feet and a capacity capacity. The rear compartment has a v olume of 22 cubic feet and a capacity
of 200 pounds. It is loaded and unloaded through the cabin door or , if in- of 200 pounds. It is loaded and unloaded through the cabin door or , if in-
stalled, a car go door* mounted aft of the main cabin door . The rear baggage stalled, a car go door* mounted aft of the main cabin door . The rear baggage
compartment is conveniently accessible from the cabin even in flight. compartment is conveniently accessible from the cabin even in flight.
The nose compartment is equipped with a courtesy light for night The nose compartment is equipped with a courtesy light for night
loading. Since this light illuminates automatically when the baggage loading. Since this light illuminates automatically when the baggage
compartment door is opened, regardless of the position of the battery master compartment door is opened, regardless of the position of the battery master
switch, it is recommended that the door not be left open for e xtended switch, it is recommended that the door not be left open for e xtended
periods as this may lead to battery depletion. periods as this may lead to battery depletion.
NOTE NOTE
It is the pilot’ s responsibility to be sure that the It is the pilot’ s responsibility to be sure that the
airplane is properly loaded and that the aircraft airplane is properly loaded and that the aircraft
C.G. falls within the allowable C.G. range. (See C.G. falls within the allowable C.G. range. (See
Section 6 - Weight and Balance.) Section 6 - Weight and Balance.)
The baggage tie do wn and car go net should be used for the safe and The baggage tie do wn and car go net should be used for the safe and
secure stowage of baggage. secure stowage of baggage.
*Optional equipment *Optional equipment
7.48 CARGO DOOR INSTALLATION* 7.48 CARGO DOOR INSTALLATION*
A large cargo door can be installed adjacent to the main cabin entrance A large cargo door can be installed adjacent to the main cabin entrance
door to f acilitate loading of the rear baggage compartment (refer to Figure door to f acilitate loading of the rear baggage compartment (refer to Figure
7-32). The cabin entrance door must be opened to open the car go door. To 7-32). The cabin entrance door must be opened to open the car go door. To
open the cargo door, push in on the left side of the door handle, pull out on open the cargo door, push in on the left side of the door handle, pull out on
the right side and rotate the handle counterclockwise. Raise the car go door the right side and rotate the handle counterclockwise. Raise the car go door
until it latches in the up position. The additional width and height of the until it latches in the up position. The additional width and height of the
fuselage opening will allo w convenient, unhindered loading of b ulky items. fuselage opening will allo w convenient, unhindered loading of b ulky items.
To lower the door , push up on the knurled knob on the door support arm, To lower the door , push up on the knurled knob on the door support arm,
lower the door , turn the handle clockwise until it latches securely to the lower the door , turn the handle clockwise until it latches securely to the
fuselage and push in on the right side of the handle. fuselage and push in on the right side of the handle.
The aft main cabin entrance door support cable is pro vided with a quick The aft main cabin entrance door support cable is pro vided with a quick
disconnect f itting which enables it to be detached in the center . After the disconnect f itting which enables it to be detached in the center . After the
cable is separated the lo wer portion of the cable can be attached to the e ye cable is separated the lo wer portion of the cable can be attached to the e ye
bolt f itting on the fuselage. This feature pro vides an unobstructed fuselage bolt f itting on the fuselage. This feature pro vides an unobstructed fuselage
opening for loading car go, while also pro viding cabin door support for the opening for loading car go, while also pro viding cabin door support for the
loading of passengers. loading of passengers.
The car go door is deeply upholstered to match the interior styling of The car go door is deeply upholstered to match the interior styling of
the cabin. the cabin.
7-45a 7-45a
CABIN ENTRANCE DOOR AND CARGO DOOR CABIN ENTRANCE DOOR AND CARGO DOOR
7-45b 7-45b
7.49 ELECTRIC HEATED WINDSHIELD* 7.49 ELECTRIC HEATED WINDSHIELD*
The electric heated windshield, used to pre vent and/or remove icing and The electric heated windshield, used to pre vent and/or remove icing and
fogging, is controlled with the switch mark ed “WINDSHIELD HEA T” fogging, is controlled with the switch mark ed “WINDSHIELD HEA T”
located on the o verhead panel. T o check the operation of the heated located on the o verhead panel. T o check the operation of the heated
windshield before tak eoff, the control switch should be acti vated with the windshield before tak eoff, the control switch should be acti vated with the
engines running. If the windshield heat is operating properly , the windshield engines running. If the windshield heat is operating properly , the windshield
will be w arm to the touch. The temperature of the windshield is re gulated will be w arm to the touch. The temperature of the windshield is re gulated
automatically. automatically.
Ground operation of the heated windshield should be k ept to a Ground operation of the heated windshield should be k ept to a
minimum to prevent overheating which can result in distortion and b ubbling minimum to prevent overheating which can result in distortion and b ubbling
in the windshield. in the windshield.
The electric heated windshield is also a vailable as an option on the right The electric heated windshield is also a vailable as an option on the right
side.* side.*
7.51 ELECTRIC WINDSHIELD WIPER 7.51 ELECTRIC WINDSHIELD WIPER
An electrically operated windshield wiper is installed on the pilot’s wind- An electrically operated windshield wiper is installed on the pilot’s wind-
shield. The wiper is controlled by a control knob mark ed “WINDSHIELD shield. The wiper is controlled by a control knob mark ed “WINDSHIELD
WIPER” located on the lo wer copilot instrument panel (S/N 31T -7804001 WIPER” located on the lo wer copilot instrument panel (S/N 31T -7804001
through 31T-8104070) or the control pedestal (S/N 31T -8104071 and up). through 31T-8104070) or the control pedestal (S/N 31T -8104071 and up).
The control knob has four positions: P ARK, OFF, LOW, and HIGH. T o The control knob has four positions: P ARK, OFF, LOW, and HIGH. T o
activate the windshield wiper , simply set the knob at the desired speed activate the windshield wiper , simply set the knob at the desired speed
position. position.
CAUTION CAUTION
See Section 2 - for windshield wiper operating See Section 2 - for windshield wiper operating
limitation placard. limitation placard.
When windshield wiper operation is no longer required, the control When windshield wiper operation is no longer required, the control
knob should be turned to OFF , then to P ARK. The P ARK position returns knob should be turned to OFF , then to P ARK. The P ARK position returns
the blades to an unobtrusi ve v ertical position. The knob automatically the blades to an unobtrusi ve v ertical position. The knob automatically
returns to OFF when released from the PARK position. returns to OFF when released from the PARK position.
An optional windshield wiper installation is a vailable for the right An optional windshield wiper installation is a vailable for the right
windshield. windshield.
*Optional equipment on serial numbers 31T-7804001 through 31T-7904057. *Optional equipment on serial numbers 31T-7804001 through 31T-7904057.
Standard equipment on serial numbers 31T-8004001 and up. Standard equipment on serial numbers 31T-8004001 and up.
7.53 FINISH 7.53 FINISH
All aluminum sheet components of the airplane are finished inside and All aluminum sheet components of the airplane are finished inside and
out. Both sides of all pieces are alodine treated and sprayed with zinc out. Both sides of all pieces are alodine treated and sprayed with zinc
chromate primer. Exterior surf aces are painted with durable polyurethane chromate primer. Exterior surf aces are painted with durable polyurethane
in a variety of colors and color combinations. in a variety of colors and color combinations.
7.55 NUMBER PLATES 7.55 NUMBER PLATES
The manuf acturer’s identif ication plate is attached to the underside The manuf acturer’s identif ication plate is attached to the underside
of the fuselage just below and at the forw ard edge of the cabin door. A plate of the fuselage just below and at the forw ard edge of the cabin door. A plate
containing only the serial number is attached to the underside of the fuselage containing only the serial number is attached to the underside of the fuselage
just left of the tail skid. The serial number should al ways be used when just left of the tail skid. The serial number should al ways be used when
referring to the airplane in service or warranty matters. referring to the airplane in service or warranty matters.
7.57 PROPELLER SYNCHRONIZERS* 7.57 PROPELLER SYNCHRONIZERS*
The synchronizer system consists basically of an electronic control box The synchronizer system consists basically of an electronic control box
and a speed setting actuator , connected to the prop go vernor by a fle xible and a speed setting actuator , connected to the prop go vernor by a fle xible
drive shaft and rod end bearing assembly . Magnetic pick-ups in each prop drive shaft and rod end bearing assembly . Magnetic pick-ups in each prop
governor send A.C. signals back to the control box. If the pick-up signal governor send A.C. signals back to the control box. If the pick-up signal
from the master engine (without actuator) dif fers from the signal from the from the master engine (without actuator) dif fers from the signal from the
slave engine (with actuator), the control box will send a signal to the actuator slave engine (with actuator), the control box will send a signal to the actuator
and match the speed of the sla ve engine to that of the master engine. In this and match the speed of the sla ve engine to that of the master engine. In this
installation, the right engine is the master engine. installation, the right engine is the master engine.
These speed adjustments take place over a predetermined limited range. These speed adjustments take place over a predetermined limited range.
This limited range feature pre vents the sla ving engine’s losing more than a This limited range feature pre vents the sla ving engine’s losing more than a
fixed amount of speed in case the master engine is feathered with the fixed amount of speed in case the master engine is feathered with the
synchronizer on. Normal governor speed setting controls and procedures are synchronizer on. Normal governor speed setting controls and procedures are
unchanged. The operating range of the actuator is approximately ±35 RPM. unchanged. The operating range of the actuator is approximately ±35 RPM.
The propeller synchronizer “ON-OFF” switch is on the lo wer center of The propeller synchronizer “ON-OFF” switch is on the lo wer center of
the instrument panel, just left of the po wer levers. Propeller levers should be the instrument panel, just left of the po wer levers. Propeller levers should be
set close together before the propeller synchronizer system is turned ON. set close together before the propeller synchronizer system is turned ON.
When changing propeller speed, the system should be turned OFF; once When changing propeller speed, the system should be turned OFF; once
RPM is set, the system should be turned ON. When an engine is to be RPM is set, the system should be turned ON. When an engine is to be
feathered and during tak eoffs and landings, the system should be turned feathered and during tak eoffs and landings, the system should be turned
OFF. OFF.
7.58 PROPELLER SYNCHROPHASER* 7.58 PROPELLER SYNCHROPHASER*
WOODWARD TYPE I WOODWARD TYPE I
The Woodward Type I Synchrophaser consists of a control box The Woodward Type I Synchrophaser consists of a control box
mounted in the cockpit, an actuator mounted in the sla ve engine nacelle, an mounted in the cockpit, an actuator mounted in the sla ve engine nacelle, an
adjustable rod end trimmer connecting the sla ve engine go vernor and adjustable rod end trimmer connecting the sla ve engine go vernor and
actuator, speed sensing magnetic pickups located near three phase tar gets actuator, speed sensing magnetic pickups located near three phase tar gets
that rotate with each propeller shaft. The system operates on electronic that rotate with each propeller shaft. The system operates on electronic
impulses, generated by the disc tar get passing each magnetic pickup, being impulses, generated by the disc tar get passing each magnetic pickup, being
fed into the control box. An y difference in these pulse rates will cause the fed into the control box. An y difference in these pulse rates will cause the
control box to run the actuator motor and, through the fle xible shaft, trim control box to run the actuator motor and, through the fle xible shaft, trim
the engine governor speed setting to exactly match the master engine’s RPM the engine governor speed setting to exactly match the master engine’s RPM
and preset phase relationship. Normal go vernor operation is unchanged, b ut and preset phase relationship. Normal go vernor operation is unchanged, b ut
the synchrophaser will continuously monitor engine RPM and propeller the synchrophaser will continuously monitor engine RPM and propeller
phase angle and reset the slave engine governor as required. phase angle and reset the slave engine governor as required.
The RPM of the sla ve engine will follo w changes in the RPM of the The RPM of the sla ve engine will follo w changes in the RPM of the
master engine over a predetermined limited range. This limited range feature master engine over a predetermined limited range. This limited range feature
prevents the sla ve engine from losing more than a f ixed amount of RPM in prevents the sla ve engine from losing more than a f ixed amount of RPM in
case the master engine is feathered with the synchrophaser “ON. ” In this case the master engine is feathered with the synchrophaser “ON. ” In this
installation, the right engine is the master engine. installation, the right engine is the master engine.
The propeller synchrophaser “ON-OFF” switch is located on the lo wer The propeller synchrophaser “ON-OFF” switch is located on the lo wer
center of the instrument panel, just abo ve the control levers. Propeller levers center of the instrument panel, just abo ve the control levers. Propeller levers
should be set close together before the propeller synchrophaser is turned should be set close together before the propeller synchrophaser is turned
“ON.” Once the synchrophaser is operating an y adjustments, such as from “ON.” Once the synchrophaser is operating an y adjustments, such as from
climb to cruise, should be made by mo ving both engine RPM controls climb to cruise, should be made by mo ving both engine RPM controls
simultaneously in small steps to the ne w RPM setting. This will k eep the two simultaneously in small steps to the ne w RPM setting. This will k eep the two
governor settings close enough to stay within the limited range adjustment of governor settings close enough to stay within the limited range adjustment of
the synchrophaser. If at an y other time, the synchrophaser is “ON, ” b ut is the synchrophaser. If at an y other time, the synchrophaser is “ON, ” b ut is
unable to adjust the sla ve engine RPM to match the master engine, the unable to adjust the sla ve engine RPM to match the master engine, the
actuator has reached the end of its tra vel. Turn the synchrophaser switch actuator has reached the end of its tra vel. Turn the synchrophaser switch
“OFF” (allo wing the actuator to run to the center of its range) and syn- “OFF” (allo wing the actuator to run to the center of its range) and syn-
chronize the propellers manually before turning the system back “ON. ” chronize the propellers manually before turning the system back “ON. ”
With the airplane in a cruise conf iguration and the synchrophaser With the airplane in a cruise conf iguration and the synchrophaser
“ON,” a functional test of the system can be made to check proper limited “ON,” a functional test of the system can be made to check proper limited
range settings and operation. Start the test by slo wly moving only the master range settings and operation. Start the test by slo wly moving only the master
engine (RIGHT) RPM control le ver in small steps to an increased RPM engine (RIGHT) RPM control le ver in small steps to an increased RPM
setting until the propellers are no longer synchronized. Repeat procedure to a setting until the propellers are no longer synchronized. Repeat procedure to a
decreased RPM setting. The RPM range o ver which the sla ve engine will decreased RPM setting. The RPM range o ver which the sla ve engine will
remain synchronized with the master engine is the limited range. W ith the remain synchronized with the master engine is the limited range. W ith the
7-47a 7-47a
system “ON, “ move the master engine propeller governor control lever to a system “ON, “ move the master engine propeller governor control lever to a
point which is close to the end of this limited range. No w turn the system point which is close to the end of this limited range. No w turn the system
“OFF,” an unsynchronized condition will de velope as the actuator mo ves “OFF,” an unsynchronized condition will de velope as the actuator mo ves
the trimmer to its mid-position. When the system is turned “ON” again, the trimmer to its mid-position. When the system is turned “ON” again,
synchronization will resume. If the propellers do not synchronize, the synchronization will resume. If the propellers do not synchronize, the
actuator has reached the end of its tra vel and the propellers must be syn- actuator has reached the end of its tra vel and the propellers must be syn-
chronized manually. chronized manually.
WOODWARD TYPE II WOODWARD TYPE II
Another propeller synchrophaser available on this aircraft is the W ood- Another propeller synchrophaser available on this aircraft is the W ood-
ward Type II Synchrophaser . It consists of a control box mounted in the ward Type II Synchrophaser . It consists of a control box mounted in the
cockpit, a coil incorporated in each primary go vernor, a magnetic pickup cockpit, a coil incorporated in each primary go vernor, a magnetic pickup
and a disc containing one tar get also located in each o verspeed go vernor. and a disc containing one tar get also located in each o verspeed go vernor.
The system operates on electronic impulses, generated by the disc tar get The system operates on electronic impulses, generated by the disc tar get
passing each magnetic pickup, being fed into the control box. An y difference passing each magnetic pickup, being fed into the control box. An y difference
in the pulse rates will cause the control box to change the go vernor speed in the pulse rates will cause the control box to change the go vernor speed
setting by v arying the coil v oltage until the engine RPM’ s e xactly match. setting by v arying the coil v oltage until the engine RPM’ s e xactly match.
Normal go vernor operation is unchanged, b ut the synchrophaser will con- Normal go vernor operation is unchanged, b ut the synchrophaser will con-
tinuously monitor and bias the go vernor speed setting to match engine tinuously monitor and bias the go vernor speed setting to match engine
RPM’s. RPM’s.
The synchrophaser automatically matches the RPM’s of the two engines The synchrophaser automatically matches the RPM’s of the two engines
and allo ws the pilot to select an y desired phase relationship between the and allo ws the pilot to select an y desired phase relationship between the
propellers. The RPM of one engine will follo w changes in the RPM of the propellers. The RPM of one engine will follo w changes in the RPM of the
other engine within a predetermined limited range. This limited range other engine within a predetermined limited range. This limited range
feature prevents either engine from losing more than a fixed amount of RPM feature prevents either engine from losing more than a fixed amount of RPM
in case the other engine is feathered while the synchrophaser is “ON. ” In no in case the other engine is feathered while the synchrophaser is “ON. ” In no
case will the RPM follo w be yond that selected by the prop control le ver. case will the RPM follo w be yond that selected by the prop control le ver.
The propeller synchrophaser “ON-OFF” switch and the phase adjuster The propeller synchrophaser “ON-OFF” switch and the phase adjuster
control are combined on a single knob protruding from the instrument panel control are combined on a single knob protruding from the instrument panel
just abo ve the control le vers. After tak eoff manually synchronize the pro- just abo ve the control le vers. After tak eoff manually synchronize the pro-
pellers and then turn the synchrophaser “ON.” When making propeller speed pellers and then turn the synchrophaser “ON.” When making propeller speed
changes, such as from climb to cruise, switch the synchrophaser “OFF” changes, such as from climb to cruise, switch the synchrophaser “OFF”
move the propeller le vers to the desired setting and manually synchronize, move the propeller le vers to the desired setting and manually synchronize,
then turn the synchrophaser back “ON. ” Whene ver an engine is to be then turn the synchrophaser back “ON. ” Whene ver an engine is to be
feathered or during tak eoff or landing, the synchrophaser must be turned feathered or during tak eoff or landing, the synchrophaser must be turned
“OFF.” “OFF.”
7.59 EMERGENCY LOCATOR TRANSMITTER* 7.59 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is enclosed The Emergency Locator Transmitter (ELT), when installed, is enclosed
under the removable dorsal fin forward of the vertical tail attachment to the under the removable dorsal fin forward of the vertical tail attachment to the
fuselage. The unit meets the requirements of F AR 91.52. The transmitter fuselage. The unit meets the requirements of F AR 91.52. The transmitter
operates on a self-contained battery. operates on a self-contained battery.
A battery replacement date is mark ed on the transmitter lable. T o A battery replacement date is mark ed on the transmitter lable. T o
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 had been used in an date. The battery must also be replaced if the transmitter had been used in an
emergency situation or if the accumulated test time e xceeds one hour , or if emergency situation or if the accumulated test time e xceeds one hour , or if
the unit has been inadv ertently acti vated for an undetermined time period. the unit has been inadv ertently acti vated for an undetermined time period.
When installed in the airplane, the EL T transmits through the antenna When installed in the airplane, the EL T 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 allo w the locator to be remo ved from the airplane in an emer- antenna to allo w the locator to be remo ved from the airplane in an emer-
gency and used as a portable signal transmitter . Should it become necessary gency and used as a portable signal transmitter . Should it become necessary
to remove the ELT from the airplane, be sure that the switch on the unit is in to remove the ELT from the airplane, be sure that the switch on the unit is in
the “OFF” position before the transmitter is disconnected from the fuselage the “OFF” position before the transmitter is disconnected from the fuselage
antenna. After the portable antenna is attached the unit may be turned “ON” antenna. After the portable antenna is attached the unit may be turned “ON”
as desired. as desired.
The locator should be check ed during the preflight ground check to The locator should be check ed during the preflight ground check to
make sure that it has not been accidentally acti vated. Check by turning a make sure that it has not been accidentally acti vated. Check by turning 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 acti vated and should be turned of f immediately. Rearm the unit have been acti vated and should be turned of f immediately. Rearm the unit
and then recheck. and then recheck.
NOTE NOTE
If for an y reason a test transmission is neces- If for an y reason a test transmission is neces-
sary, the test transmission should be conducted sary, the test transmission should be conducted
only in the f irst f ive minutes of an y hour and only in the f irst f ive minutes of an y hour and
limited to three audio sweeps. If tests must be limited to three audio sweeps. If tests must be
made at an y other time the tests should be made at an y other time the tests should be
coordinated with the nearest F AA to wer or coordinated with the nearest F AA to wer or
flight service station. flight service station.
REPORT: 2124 ISSUED: MAY 15,1978 REPORT: 2124 ISSUED: MAY 15,1978
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 pro vided to set the unit to the “ARM” and “ON. ” The “ ARM” position is pro vided to set the unit to the
automatic position so that it will transmit only after impact and will continue automatic position so that it will transmit only after impact and will continue
to transmit until the battery is drained to depletion or until the switch is to transmit until the battery is drained to depletion or until the switch is
manually mo ved to the “OFF” position. The “ ARM” position should be manually mo ved to the “OFF” position. The “ ARM” position should be
selected whenever the unit is in the airplane. The “ON” position is pro vided selected whenever the unit is in the airplane. The “ON” position is pro vided
so the unit can be used as a portable transmitter or in the event the automatic 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 function of the feature was not triggered by impact or to periodically test the function of the
transmitter. 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 acti vated for an y reason, or to discontinue trans- the unit if it has been acti vated for an y reason, or to discontinue trans-
mission. mission.
NOTE NOTE
If the switch has been placed in the “ON” posi- If the switch has been placed in the “ON” posi-
tion for an y reason, the “OFF” position has to tion for an y reason, the “OFF” position has to
be selected before selecting “ ARM.” If “ARM” be selected before selecting “ ARM.” If “ARM”
is selected directly from the “ON” position, the is selected directly from the “ON” position, the
unit will continue to transmit in the “ ARM” unit will continue to transmit in the “ ARM”
position. position.
A pilot’s remote switch, located on the lo wer left instrument panel A pilot’s remote switch, located on the lo wer left instrument panel
allows the transmitter to be controlled from inside the cabin. The pilot’ s allows the transmitter to be controlled from inside the cabin. The pilot’ s
remote switch is placarded “ON, ” “ARM” (Normal Flight Position), remote switch is placarded “ON, ” “ARM” (Normal Flight Position),
“RESET.” If the pilot’s remote switch has been placed in the “ON” position “RESET.” If the pilot’s remote switch has been placed in the “ON” position
for an y reason, the momentary “RESET” position must be selected for 3 for an y reason, the momentary “RESET” position must be selected for 3
seconds before allowing it to return to the “ARM” position. If for any reason seconds before allowing it to return to the “ARM” position. If for any reason
the impact switch becomes inadvertently activated, it may be reset by select- the impact switch becomes inadvertently activated, it may be reset by select-
ing the momentary “RESET” position for 3 seconds before allo wing it to ing the momentary “RESET” position for 3 seconds before allo wing it to
return to the “ARM” position. return to the “ARM” position.
7-48a 7-48a
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 allo ws the unit to be set to the automatic mode so that it “ARM” position allo ws the unit to be set to the automatic mode so that it
will transmit only after acti vation by impact and will continue to transmit will transmit only after acti vation by impact and will continue to transmit
until the battery is drained to depletion or until the switch is manually mo ved until the battery is drained to depletion or until the switch is manually mo ved
to the “OFF” position. The “ ARM” position should be selected whene ver to the “OFF” position. The “ ARM” position should be selected whene ver
the unit is in the airplane. The “ON” position is pro vided so the unit can be the unit is in the airplane. The “ON” position is pro vided so the unit can be
used as a portable transmitter or in the e vent the automatic feature w as not used as a portable transmitter or in the e vent the automatic feature w as not
triggered by impact or to periodically test the function of the transmitter . triggered by impact or to periodically test the function of the transmitter .
The “OFF” position should be selected while changing the battery or to dis- The “OFF” position should be selected while changing the battery or to dis-
continue transmission after the unit has been activated. continue transmission after the unit has been activated.
A pilot’s remote switch, located on the overhead switch panel allows the A pilot’s remote switch, located on the overhead switch panel allows the
transmitter to be controlled from inside the cabin. The pilots remote switch transmitter to be controlled from inside the cabin. The pilots remote switch
is placarded “ON, ” “ARM.” The “ ARM” position should be selected for all is placarded “ON, ” “ARM.” The “ ARM” position should be selected for all
normal flight operations. If acti vation occurs with the remote switch in the normal flight operations. If acti vation occurs with the remote switch in the
“ARM” position, the transmitter must be reset. A b utton labeled “RESET” “ARM” position, the transmitter must be reset. A b utton labeled “RESET”
is located abo ve the selector switch. T o rearm the unit after it has been is located abo ve the selector switch. T o rearm the unit after it has been
turned of f or after it has been acti vated, the “RESET” b utton should be turned of f or after it has been acti vated, the “RESET” b utton should be
pressed in after the selector switch has been placed in the “ ARM” position. pressed in after the selector switch has been placed in the “ ARM” position.
This will end transmission and rearm the unit. This will end transmission and rearm the unit.
7-48b REVISED: FEBRUARY 1, 1979 7-48b REVISED: FEBRUARY 1, 1979
7.61 RADAR* 7.61 RADAR*
A weather radar system can be installed in this airplane. The basic A weather radar system can be installed in this airplane. The basic
components of this installation are an antenna, a transmitter/recei ver, and a components of this installation are an antenna, a transmitter/recei ver, and a
cockpit indicator. The function of the weather radar system is to detect cockpit indicator. The function of the weather radar system is to detect
weather conditions along the flight path and to visually display a continuous weather conditions along the flight path and to visually display a continuous
weather outline on the cockpit indicator . Through interpretation of the weather outline on the cockpit indicator . Through interpretation of the
advance warning given on the display , the pilot can mak e an early decision advance warning given on the display , the pilot can mak e an early decision
on the most desirable weather avoidance course. on the most desirable weather avoidance course.
In addition to its primary purpose, weather mapping, the system can be In addition to its primary purpose, weather mapping, the system can be
used for na vigation. A ground mapping feature allo ws the pilot to identify used for na vigation. A ground mapping feature allo ws the pilot to identify
coastlines, water masses, islands, high ground, etc. This pro vides the pilot coastlines, water masses, islands, high ground, etc. This pro vides the pilot
with a guidance feature which may be useful in adv erse weather conditions with a guidance feature which may be useful in adv erse weather conditions
or over areas where ground-based navigational aids are limited. or over areas where ground-based navigational aids are limited.
For detailed information on the weather radar system and for For detailed information on the weather radar system and for
procedures to follo w in operating and adjusting the system to its optimum procedures to follo w in operating and adjusting the system to its optimum
efficiency, refer to the appropriate operating and service manuals pro vided efficiency, refer to the appropriate operating and service manuals pro vided
by the radar system manufacturer. by the radar system manufacturer.
WARNING WARNING
Heating and radiation effects of radar can cause Heating and radiation effects of radar can cause
serious damage to the e yes and tender serious damage to the e yes and tender
organs of the body . Personnel should not be organs of the body . Personnel should not be
allowed within f ifteen feet of the area being allowed within f ifteen feet of the area being
scanned by the antenna while the system is scanned by the antenna while the system is
transmitting. Do not operate the radar during transmitting. Do not operate the radar during
refueling or in the vicinity of trucks or refueling or in the vicinity of trucks or
containers accommodating e xplosives or containers accommodating e xplosives or
flammables. Flashb ulbs can be e xploded by flammables. Flashb ulbs can be e xploded by
radar energy. Before operating the radar in an y radar energy. Before operating the radar in an y
mode other than ST ANDBY, direct the nose of mode other than ST ANDBY, direct the nose of
the airplane so that the forw ard 120 de gree the airplane so that the forw ard 120 de gree
sector is free of any metal objects such as other sector is free of any metal objects such as other
aircraft or hangars for a distance of at least 100 aircraft or hangars for a distance of at least 100
yards, and tilt the antenna upw ard 15 de grees. yards, and tilt the antenna upw ard 15 de grees.
Do not operate the radar while the airplane is Do not operate the radar while the airplane is
in a hangar or other enclosure. in a hangar or other enclosure.
7-49 7-49
NOTE NOTE
When operating weather a voidance radar When operating weather a voidance radar
systems inside of moderate to hea vy precipi- systems inside of moderate to hea vy precipi-
tation, it is advisable to set the range scale of the tation, it is advisable to set the range scale of the
radar to its lowest scale. radar to its lowest scale.
7.63 RADAR ALTIMETER* 7.63 RADAR ALTIMETER*
The PA-31T1 can be equipped with an optional radar altimeter . This The PA-31T1 can be equipped with an optional radar altimeter . This
installation employs radar signals to detect the altitude of the airplane abo ve installation employs radar signals to detect the altitude of the airplane abo ve
the terrain. F or detailed operating and servicing instructions, refer to the the terrain. F or detailed operating and servicing instructions, refer to the
manuals pro vided by the manuf acturer of the radar altimeter system. manuals pro vided by the manuf acturer of the radar altimeter system.
7.65 PNEUMATIC WING AND TAIL DEICING* 7.65 PNEUMATIC WING AND TAIL DEICING*
Pneumatic deicer boots on the wing and tail leading surf aces inflate Pneumatic deicer boots on the wing and tail leading surf aces inflate
simultaneously. When the system is of f, constant suction is applied to the simultaneously. When the system is of f, constant suction is applied to the
deicer boots. This insures smooth streamlined leading edges during normal deicer boots. This insures smooth streamlined leading edges during normal
operation. operation.
Deicers are inflated by a deicer system control switch on the o verhead Deicers are inflated by a deicer system control switch on the o verhead
switch panel. When this momentary switch is acti vated the pneumatic switch panel. When this momentary switch is acti vated the pneumatic
pressure control v alves are acti vated for six seconds. The boot solenoid pressure control v alves are acti vated for six seconds. The boot solenoid
valves are ener gized and release pressurized air directly into the boots, in- valves are ener gized and release pressurized air directly into the boots, in-
flating all surface deicers on the airplane. The deicer pressure, nominally 18 flating all surface deicers on the airplane. The deicer pressure, nominally 18
psi, is regulated by the pneumatic regulator. When the cycle is completed, the psi, is regulated by the pneumatic regulator. When the cycle is completed, the
deicer solenoid v alves permit the pressurized air to return from the deicer deicer solenoid v alves permit the pressurized air to return from the deicer
boots through the v alve and o verboard. System v acuum is then applied to boots through the v alve and o verboard. System v acuum is then applied to
the deicers to hold them close to the surf ace skin. Deicer pressure can be the deicers to hold them close to the surf ace skin. Deicer pressure can be
monitored during deicer operation through the pneumatic pressure gauge monitored during deicer operation through the pneumatic pressure gauge
located on the instrument panel. Normally , the gauge should re gister in the located on the instrument panel. Normally , the gauge should re gister in the
green, but it will flicker slightly during pneumatic deicer operation. green, but it will flicker slightly during pneumatic deicer operation.
An ice inspection light can be installed on the outboard side of the left An ice inspection light can be installed on the outboard side of the left
engine nacelle to allo w the pilot to check icing conditions during night flight. engine nacelle to allo w the pilot to check icing conditions during night flight.
The light is controlled by a switch on the overhead switch panel. The light is controlled by a switch on the overhead switch panel.
7-50 7-50
PNEUMATIC DEICING SYSTEM PNEUMATIC DEICING SYSTEM

7-51 7-51
7.67 FIRE EXTINGUISHER - ENGINE* 7.67 FIRE EXTINGUISHER - ENGINE*
This system consists of tw o spherical containers, one in each engine This system consists of tw o spherical containers, one in each engine
nacelle, that store a f ire e xtinguishing agent superchar ged with gaseous nacelle, that store a f ire e xtinguishing agent superchar ged with gaseous
nitrogen. A pressure gauge mounted on the side of each container indicates nitrogen. A pressure gauge mounted on the side of each container indicates
internal pressure. T o pre vent the container from b ursting, a f itting and internal pressure. T o pre vent the container from b ursting, a f itting and
integral v alve releases the contents when the internal temperature of the integral v alve releases the contents when the internal temperature of the
charged sphere exceeds 215°F. charged sphere exceeds 215°F.
An electrically operated cartridge (f iring squib), scre wed into the An electrically operated cartridge (f iring squib), scre wed into the
cylinder housing assembly, provides the means of releasing the e xtinguish- cylinder housing assembly, provides the means of releasing the e xtinguish-
ing agent. When an engine f ire is indicated by the w arning light on the ing agent. When an engine f ire is indicated by the w arning light on the
annunciator display, the squib in the f ire extinguisher in that engine may be annunciator display, the squib in the f ire extinguisher in that engine may be
manually activated by a switch on the pilot’ s side panel. An e xplosive charge manually activated by a switch on the pilot’ s side panel. An e xplosive charge
shatters the seal on the container , releasing the e xtinguishing agent through shatters the seal on the container , releasing the e xtinguishing agent through
tubes into the hot section of the engine and the engine accessory section. tubes into the hot section of the engine and the engine accessory section.
The squib circuit is monitored through the annunciator display system. The squib circuit is monitored through the annunciator display system.
If the squib is not armed and ready to f ire, the annunciator w arns the pilot If the squib is not armed and ready to f ire, the annunciator w arns the pilot
that the system is inoperative. that the system is inoperative.
7.69 PORTABLE CABIN FIRE EXTINGUISHER* 7.69 PORTABLE CABIN FIRE EXTINGUISHER*
A portable f ire e xtinguisher is mounted to the seat frame beneath the A portable f ire e xtinguisher is mounted to the seat frame beneath the
pilot’s seat. The extinguisher is suitable for use on liquid or electrical f ires. It pilot’s seat. The extinguisher is suitable for use on liquid or electrical f ires. It
is operated by aiming the nozzle at the base of the f ire and squeezing the is operated by aiming the nozzle at the base of the f ire and squeezing the
trigger grip. Releasing the trigger automatically stops further dischar ge of the trigger grip. Releasing the trigger automatically stops further dischar ge of the
extinguishing agent. read the instructions on the nameplate and become extinguishing agent. read the instructions on the nameplate and become
familiar with the unit before an emer gency situation. The dry po wder type familiar with the unit before an emer gency situation. The dry po wder type
extinguisher is fully dischar ged in about 10 seconds, while the Halon 1211 extinguisher is fully dischar ged in about 10 seconds, while the Halon 1211
type is discharged in 15 to 20 seconds. type is discharged in 15 to 20 seconds.
WARNING WARNING
The concentrated agent from e xtinguishers The concentrated agent from e xtinguishers
using Halon 1211 or the by-products when using Halon 1211 or the by-products when
applied to a f ire are toxic when inhaled. applied to a f ire are toxic when inhaled.
Ventilate the cabin as soon as possible after fire Ventilate the cabin as soon as possible after fire
is extinguished to remove smoke or fumes. Use is extinguished to remove smoke or fumes. Use
oxygen, if necessary. oxygen, if necessary.
7.71 REFRESHMENT CABINET AND BEVERAGE DISPENSER* 7.71 REFRESHMENT CABINET AND BEVERAGE DISPENSER*
Refreshment units may be installed either in the forw ard cabin area just Refreshment units may be installed either in the forw ard cabin area just
aft of the crew seats or in the aft of the seating area just forw ard of the cabin aft of the crew seats or in the aft of the seating area just forw ard of the cabin
baggage compartment. These units are mounted on v ertical dividers which baggage compartment. These units are mounted on v ertical dividers which
extend the height of the cabin. extend the height of the cabin.
The forward unit includes storage drawers, an ice chest, a cup dispenser, The forward unit includes storage drawers, an ice chest, a cup dispenser,
and an electrically heated beverage dispensing unit. and an electrically heated beverage dispensing unit.
A v ariety of refreshment units are a vailable for installation in the aft A v ariety of refreshment units are a vailable for installation in the aft
cabin area, either alone or in combination with toilet and v anity installa- cabin area, either alone or in combination with toilet and v anity installa-
tions. The aft refreshment units may include such features as thermos, tions. The aft refreshment units may include such features as thermos,
pitchers for hot or cold noncarbonated be verages, a w ork counter, an ice pitchers for hot or cold noncarbonated be verages, a w ork counter, an ice
chest, a condiment drawer, beverage decanters and a half-gallon electrically chest, a condiment drawer, beverage decanters and a half-gallon electrically
heated beverage dispensing unit. Some aft cabinet installations are equipped heated beverage dispensing unit. Some aft cabinet installations are equipped
with 110 volt, 5 amp A.C. power outlets for electric razors. with 110 volt, 5 amp A.C. power outlets for electric razors.
7.73 FOLDING TABLES* 7.73 FOLDING TABLES*
Folding tables can be installed on both sides of the cabin between the Folding tables can be installed on both sides of the cabin between the
second and third rows of seats. To use the tables, the f irst passenger seat on second and third rows of seats. To use the tables, the f irst passenger seat on
each side must be installed f acing aft, conference style. The drop-leaf table each side must be installed f acing aft, conference style. The drop-leaf table
pulls from its w all rack and folds do wn into position. Ash trays and glass pulls from its w all rack and folds do wn into position. Ash trays and glass
holders and a container for small objects are an inte gral part of the instal- holders and a container for small objects are an inte gral part of the instal-
lation. An optional wall-mounted light may be added. lation. An optional wall-mounted light may be added.
7.75 STORAGE CABINETS* 7.75 STORAGE CABINETS*
Additional storage space may be added when the third and fourth seats Additional storage space may be added when the third and fourth seats
are re versed and one or tw o track-mounted storage cabinets are installed are re versed and one or tw o track-mounted storage cabinets are installed
between the spar cover and seat bottoms. between the spar cover and seat bottoms.
OPTIONAL CABIN APPOINTMENTS OPTIONAL CABIN APPOINTMENTS

7-54 7-54
7.77 TOILET INSTALLATION* 7.77 TOILET INSTALLATION*
A self-contained toilet can be installed ahead of the cabinet on the right A self-contained toilet can be installed ahead of the cabinet on the right
side of the rear cabin area, opposite the door . When closed, the installation side of the rear cabin area, opposite the door . When closed, the installation
serves as an additional passenger seat f acing the aisle. A pri vacy curtain can serves as an additional passenger seat f acing the aisle. A pri vacy curtain can
be dra wn across the aisle to isolate the toilet from the passenger section. be dra wn across the aisle to isolate the toilet from the passenger section.
When the seat concealing the toilet is raised, a tissue dispenser is e xposed. When the seat concealing the toilet is raised, a tissue dispenser is e xposed.
To raise the seat, lift on the left front corner of the seat cushion bottom. To raise the seat, lift on the left front corner of the seat cushion bottom.
Disposable plastic bags are a vailable from Piper dealers and a fresh one Disposable plastic bags are a vailable from Piper dealers and a fresh one
should be placed in the toilet receptacle before each use. After use remo ve should be placed in the toilet receptacle before each use. After use remo ve
the plastic bag, close it with a wire tie, and place it in the co vered pail the plastic bag, close it with a wire tie, and place it in the co vered pail
provided for the purpose. The used plastic bags should be disposed of provided for the purpose. The used plastic bags should be disposed of
according to field facilities. Do not flush plastic bag in a toilet. according to field facilities. Do not flush plastic bag in a toilet.
7.79 EXTERNAL MICROPHONE AND EARPHONE JACKS* 7.79 EXTERNAL MICROPHONE AND EARPHONE JACKS*
With certain a vionics packages, e xternal microphone and earphone With certain a vionics packages, e xternal microphone and earphone
jacks are installed on the underside of the nose section. This permits ground jacks are installed on the underside of the nose section. This permits ground
personnel to communicate with the pilot when the engines are running or the personnel to communicate with the pilot when the engines are running or the
cabin is sealed. A spring-loaded co ver prevents moisture from entering the cabin is sealed. A spring-loaded co ver prevents moisture from entering the
jacks. jacks.
7.81 RAMP HAILER* 7.81 RAMP HAILER*
The ramp hailer is controlled with a transmitter selector switch position The ramp hailer is controlled with a transmitter selector switch position
marked “EXT” on the audio amplif ier control panel. The e xternal speak er marked “EXT” on the audio amplif ier control panel. The e xternal speak er
located beneath the nose baggage compartment allo ws the pilot to speak to located beneath the nose baggage compartment allo ws the pilot to speak to
ground personnel. ground personnel.
7.83 EMERGENCY AVIONICS AND ATTITUDE GYRO POWER 7.83 EMERGENCY AVIONICS AND ATTITUDE GYRO POWER
SUPPLY* SUPPLY*
An optional emer gency electrical power supply installation is a vailable An optional emer gency electrical power supply installation is a vailable
for the Che yenne I. This installation includes a 28 v olt nick el-cadmium for the Che yenne I. This installation includes a 28 v olt nick el-cadmium
battery which will pro vide a short-term emer gency electrical source to battery which will pro vide a short-term emer gency electrical source to
power Nav 2, Comm 2 and Glide Slope 2 as well as to dri ve a two-inch back- power Nav 2, Comm 2 and Glide Slope 2 as well as to dri ve a two-inch back-
up attitude gyro which is part of the installation. up attitude gyro which is part of the installation.
This installation is to be used only in an emer gency situation and only This installation is to be used only in an emer gency situation and only
after all emer gency procedures for electrical f ailure outlined in Section 3 after all emer gency procedures for electrical f ailure outlined in Section 3
have been completed and no po wer from either generator or from the have been completed and no po wer from either generator or from the
airplane’s battery is a vailable to the attitude gyro and/or the a vionics b us. airplane’s battery is a vailable to the attitude gyro and/or the a vionics b us.
The switch for the emer gency po wer supply system is located on the The switch for the emer gency po wer supply system is located on the
copilot’s instrument panel. When the emer gency mode is selected Na v 2, copilot’s instrument panel. When the emer gency mode is selected Na v 2,
Comm 2 and glide Slope 2 are remo ved from the primary electrical system Comm 2 and glide Slope 2 are remo ved from the primary electrical system
and, together with the tw o inch back-up attitude gyro, are transferred to the and, together with the tw o inch back-up attitude gyro, are transferred to the
emergency battery. emergency battery.
The emergency power supply battery has a 3.8 amp hour life when fully The emergency power supply battery has a 3.8 amp hour life when fully
charged. The back up attitude gyro dra ws .73 amps. Limited operation charged. The back up attitude gyro dra ws .73 amps. Limited operation
(equipment turned OFF when not in actual use) of the Na v 2, Comm 2, and (equipment turned OFF when not in actual use) of the Na v 2, Comm 2, and
Glide Slope 2 is required to e xtend the life of the emer gency battery. The Glide Slope 2 is required to e xtend the life of the emer gency battery. The
pilot must become f amiliar with the current consumption of these a vionics pilot must become f amiliar with the current consumption of these a vionics
installations to allo w b udgeting of emer gency electrical po wer to insure installations to allo w b udgeting of emer gency electrical po wer to insure
arrival at a landing site. Current consumption information is a vailable in the arrival at a landing site. Current consumption information is a vailable in the
manuals provided by the manufacturer of the avionics equipment. manuals provided by the manufacturer of the avionics equipment.
For a complete description of the system its operation and main- For a complete description of the system its operation and main-
tenance refer to the appropriate operating and service manuals supplied by tenance refer to the appropriate operating and service manuals supplied by
the system manufacturer. the system manufacturer.
7.85 RECOGNITION LIGHTS* 7.85 RECOGNITION LIGHTS*
A ground recognition beacon located at the top of the v ertical fin, tail A ground recognition beacon located at the top of the v ertical fin, tail
recognition lights located on the horizontal stabilizer, and wing tip recogni- recognition lights located on the horizontal stabilizer, and wing tip recogni-
tion lights are available for the Cheyenne I. When installed, these lights will tion lights are available for the Cheyenne I. When installed, these lights will
aid ATC personnel during operations when visual identif ication is neces- aid ATC personnel during operations when visual identif ication is neces-
sary. These installations are controlled by separate switches on the o ver- sary. These installations are controlled by separate switches on the o ver-
head panel. head panel.
7.87 COURTESY LIGHTS TIME DELAY SYSTEM ** 7.87 COURTESY LIGHTS TIME DELAY SYSTEM **
With the aircraft on the ground and the main cabin door opened, the With the aircraft on the ground and the main cabin door opened, the
courtesy light system (two aisle lights, air stair lights and rear overhead exit courtesy light system (two aisle lights, air stair lights and rear overhead exit
lights) are automatically turned on. These lights will remain on for a twenty lights) are automatically turned on. These lights will remain on for a twenty
minute time period and then automatically e xtinguish. If the operator needs minute time period and then automatically e xtinguish. If the operator needs
more time, he must activate the time delay reset switch located on the cabin more time, he must activate the time delay reset switch located on the cabin
sidewall immediately aft of the cabin door . This operation will trigger an sidewall immediately aft of the cabin door . This operation will trigger an
additional twenty minute c ycle. All lights will automatically e xtinguish additional twenty minute c ycle. All lights will automatically e xtinguish
when the cabin door is closed. when the cabin door is closed.
With the aircraft in flight, the aisle lights and rear e xit light are With the aircraft in flight, the aisle lights and rear e xit light are
controlled by either the forw ard or rear e xit light switch with no delay controlled by either the forw ard or rear e xit light switch with no delay
circuitry involved. circuitry involved.
*Optional Equipment *Optional Equipment

**Standard Equipment S/N 31T-8104001 and up **Standard Equipment S/N 31T-8104001 and up
7-57 7-57
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 Brake Service.............................................................................. 8-9 8.11 Brake Service.............................................................................. 8-9
8.13 Hydraulic System Service........................................................... 8-9 8.13 Hydraulic System Service........................................................... 8-9
8.15 Landing Gear Service ................................................................. 8-9 8.15 Landing Gear Service ................................................................. 8-9
8.17 Tire Service................................................................................. 8-11 8.17 Tire Service................................................................................. 8-11
8.19 Propeller Service......................................................................... 8-11 8.19 Propeller Service......................................................................... 8-11
8.21 Oil Requirements ........................................................................ 8-12 8.21 Oil Requirements ........................................................................ 8-12
8.23 Fuel System ................................................................................ 8-13 8.23 Fuel System ................................................................................ 8-13
8.25 Battery Service............................................................................ 8-16 8.25 Battery Service............................................................................ 8-16
8.27 Oxygen System Service.............................................................. 8-17 8.27 Oxygen System Service.............................................................. 8-17
8.29 Environmental Control System................................................... 8-17 8.29 Environmental Control System................................................... 8-17
8.31 Pressurization System................................................................. 8-18 8.31 Pressurization System................................................................. 8-18
8.33 Number Plates............................................................................. 8-18 8.33 Number Plates............................................................................. 8-18
8.35 Lubrication.................................................................................. 8-18 8.35 Lubrication.................................................................................. 8-18
8.37 Cleanings .................................................................................... 8-18 8.37 Cleanings .................................................................................... 8-18

8-i 8-i
PA-31T1, CHEYENNE I HANDLING, SERV & MAINT PA-31T1, CHEYENNE I 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 Che yenne I. F or complete maintenance instructions, maintenance of the Che yenne I. F or complete maintenance instructions,
refer to the PA-31T Service Manual. refer to the PA-31T Service Manual.
WARNING WARNING
Inspection, maintenance and parts r equirements f or all Inspection, maintenance and parts r equirements f or all
non-PIPER approved STC installations ar e not included in non-PIPER approved STC installations ar e not included in
this handbook. When a non-PIPER appr oved STC installation this handbook. When a non-PIPER appr oved STC installation
is incorporated on the air plane, those portions of the air plane is incorporated on the air plane, those portions of the air plane
affected by the installation must be inspected in accordance affected by the installation must be inspected in accordance
with the inspection pr ogram published by the o wner of the with the inspection pr ogram published by the o wner of the
STC. Since non-PIPER appr oved STC installations may STC. Since non-PIPER appr oved STC installations may
change systems interface, operating characteristics and change systems interface, operating characteristics and
component loads or str esses on adjacent structur es, PIPER component loads or str esses on adjacent structur es, PIPER
provided inspection criteria may not be v alid f or air planes provided inspection criteria may not be v alid f or air planes
with non-PIPER approved STC installations. with non-PIPER approved STC installations.
WARNING WARNING
Modifications must be appr oved in writing by PIPER prior to Modifications must be appr oved in writing by PIPER prior to
installation. Any and all other installations, whatsoe ver, of any installation. Any and all other installations, whatsoe ver, of any
kind will void this warranty in it’s entirety. kind will void this warranty in it’s entirety.
HANDLING, SERV & MAINT PA-31T1, CHEYENNE I HANDLING, SERV & MAINT PA-31T1, CHEYENNE I
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)
WARNING WARNING
Use only genuine PIPER parts or PIPER appr oved parts Use only genuine PIPER parts or PIPER appr oved parts
obtained from PIPER approved sources, in connection with the obtained from PIPER approved sources, in connection with the
maintenance and repair of PIPER airplanes. maintenance and repair of PIPER airplanes.
Genuine PIPER parts ar e pr oduced and inspected under Genuine PIPER parts ar e pr oduced and inspected under
rigorous procedures to insur e airworthiness and suitability f or rigorous procedures to insur e airworthiness and suitability f or
use in PIPER air plane applications. P arts pur chased fr om use in PIPER air plane applications. P arts pur chased fr om
sources other than PIPER, e ven though identical in sources other than PIPER, e ven though identical in
appearance, may not ha ve had the r equired tests and appearance, may not ha ve had the r equired tests and
inspections performed, may be differ ent in fabrication inspections performed, may be differ ent in fabrication
techniques and materials, and may be danger ous when techniques and materials, and may be danger ous when
installed in an airplane. installed in an airplane.
Additionally, r eworked or salv aged parts or those parts Additionally, r eworked or salv aged parts or those parts
obtained from non-PIPER approved sources, may have service obtained from non-PIPER approved sources, may have service
histories which ar e unknown or cannot be authenticated, may histories which ar e unknown or cannot be authenticated, may
have been subjected to unacceptable str esses or temperatur es have been subjected to unacceptable str esses or temperatur es
or may ha ve other hidden damage not discer nible thr ough or may ha ve other hidden damage not discer nible thr ough
routine visual or nondestructi ve testing . This may r ender the routine visual or nondestructi ve testing . This may r ender the
part, component or structural assembly, even though originally part, component or structural assembly, even though originally
manufactured by PIPER, unsuitable and unsafe f or air plane manufactured by PIPER, unsuitable and unsafe f or air plane
use. use.
PIPER expressly disclaims any r esponsibility for malfunctions, PIPER expressly disclaims any r esponsibility for malfunctions,
failures, damage or injury caused by use of non-PIPER failures, damage or injury caused by use of non-PIPER
approved parts. approved parts.
8-1a REVISED: DECEMBER 16, 2002 8-1a REVISED: DECEMBER 16, 2002
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)

Every o wner should stay in close contact with an authorized Piper Every o wner should stay in close contact with an authorized Piper
Cheyenne Service Center or Piper’s Customer Service Department to obtain Cheyenne Service Center or Piper’s Customer Service Department to obtain
the latest information pertaining to his airplane, and to a vail himself of the latest information pertaining to his airplane, and to a vail himself of
Piper Aircraft’s support systems. Piper Aircraft’s support systems.
Piper Aircraft Corporation tak es a continuing interest in ha ving the Piper Aircraft Corporation tak es a continuing interest in ha ving the
owner get the most efficient use from his airplane and k eeping it in the best owner get the most efficient use from his airplane and k eeping it in the best
mechanical condition. Consequently , Piper Aircraft, from time to time, mechanical condition. Consequently , Piper Aircraft, from time to time,
issues service releases including Service Bulletins, Service Letters, Service issues service releases including Service Bulletins, Service Letters, Service
Spares letters, and others relating to the airplane. Spares letters, and others relating to the airplane.
Service Bulletins are of special importance and Piper considers Service Bulletins are of special importance and Piper considers
compliance mandatory. These are sent directly to the latest F AA-registered compliance mandatory. These are sent directly to the latest F AA-registered
owners in the United States (U.S.) and Piper Che yenne Service Centers owners in the United States (U.S.) and Piper Che yenne Service Centers
worldwide. Depending on the nature of the release, material and labor worldwide. Depending on the nature of the release, material and labor
allowances may apply . This information is pro vided to all authorized allowances may apply . This information is pro vided to all authorized
Cheyenne Service Centers. Cheyenne Service Centers.
Service Letters deal with product impro vements and servicing Service Letters deal with product impro vements and servicing
techniques pertaining to the airplane. They are sent to Piper Che yenne techniques pertaining to the airplane. They are sent to Piper Che yenne
Service Centers and, if necessary, to the latest FAA-registered owners in the Service Centers and, if necessary, to the latest FAA-registered owners in the
U.S. Owners should give careful attention to Service Letter information. U.S. Owners should give careful attention to Service Letter information.
Service Spares Letters of fer impro ved parts, kits, and optional Service Spares Letters of fer impro ved parts, kits, and optional
equipment which were not a vailable originally, and which may be of equipment which were not a vailable originally, and which may be of
interest to the owner. interest to the owner.
Piper Aircraft Corporation of fers a subscription service for Service Piper Aircraft Corporation of fers a subscription service for Service
Bulletins, Service Letters, and Service Spares Letters. This service is Bulletins, Service Letters, and Service Spares Letters. This service is
available to interested persons, such as o wners, pilots, and mechanics at a available to interested persons, such as o wners, pilots, and mechanics at a
nominal fee, and may be obtained through an authorized Piper Service nominal fee, and may be obtained through an authorized Piper Service
Center or Piper’s Customer Services Department. Center or Piper’s Customer Services Department.
Service manuals, parts catalogs, and re visions to both, are a vailable Service manuals, parts catalogs, and re visions to both, are a vailable
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.
REVISED: DECEMBER 16, 2002 8-1b REVISED: DECEMBER 16, 2002 8-1b
8.3 AIRPLANE INSPECTION PERIODS 8.3 AIRPLANE INSPECTION PERIODS
WARNING WARNING
All inspection intervals, replacement time limits, o verhaul time All inspection intervals, replacement time limits, o verhaul time
limits, the method of inspection, life limits, cycle limits, etc., limits, the method of inspection, life limits, cycle limits, etc.,
recommended by PIPER are solely based on the use of new , recommended by PIPER are solely based on the use of new ,
remanufactured or overhauled PIPER approved parts. If parts remanufactured or overhauled PIPER approved parts. If parts
are designed, manufactur ed, r emanufactured, o verhauled are designed, manufactur ed, r emanufactured, o verhauled
and/or approved by entities other than PIPER, then the data in and/or approved by entities other than PIPER, then the data in
PIPER’S maintenance/service manuals and parts catalogs ar e PIPER’S maintenance/service manuals and parts catalogs ar e
no longer applicable and the purchaser is warned not to rely on no longer applicable and the purchaser is warned not to rely on
such data f or non-PIPER parts. All inspection inter vals, such data f or non-PIPER parts. All inspection inter vals,
replacement time limits, o verhaul time limits, the method of replacement time limits, o verhaul time limits, the method of
inspection, life limits, cycle limits, etc., f or such non-PIPER inspection, life limits, cycle limits, etc., f or such non-PIPER
parts must be obtained fr om the manufacturer and/or seller of parts must be obtained fr om the manufacturer and/or seller of
such non-PIPER parts. such non-PIPER parts.
Piper Aircraft Corporation has de veloped inspection items and required Piper Aircraft Corporation has de veloped inspection items and required
inspection interv als for the P A-31T (see P A-31T Service and Inspection inspection interv als for the P A-31T (see P A-31T Service and Inspection
Manuals). The PA-31T Inspection Manual contains appropriate forms, and all Manuals). The PA-31T Inspection Manual contains appropriate forms, and all
inspection procedures should be complied with by a properly trained, inspection procedures should be complied with by a properly trained,
knowledgeable, and qualified mechanic at a Piper Authorized Service Center knowledgeable, and qualified mechanic at a Piper Authorized Service Center
or a reputable repair shop. Piper Aircraft Corporation cannot accept or a reputable repair shop. Piper Aircraft Corporation cannot accept
responsibility for the continued airw orthiness of any aircraft not maintained to responsibility for the continued airw orthiness 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 manuf acturers, or Airworthiness Directives engine, propeller, or accessory manuf acturers, or Airworthiness Directives
issued by the FAA. issued by the FAA.
A Programmed Inspection, appro ved by the Federal Aviation A Programmed Inspection, appro ved 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 allo w maximum utilization of the airplane. Maintenance detailed inspections to allo w 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 a vailable from Piper Aircraft airworthiness is maintained. Complete details are a vailable from Piper Aircraft
Corporation. Corporation.
In addition, b ut in conjunction with the abo ve, the FAA requires periodic In addition, b ut in conjunction with the abo ve, the FAA requires periodic
inspections on all aircraft to k eep the Airworthiness Certificate in ef fect. The inspections on all aircraft to k eep the Airworthiness Certificate in ef fect. 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 a vailable from se veral A spectrographic analysis of the engine oil is a vailable from se veral
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 f ilters must be internal condition of the engine. To be accurate, induction air f ilters must be
cleaned or changed re gularly, and oil samples must be tak en and sent in at cleaned or changed re gularly, and oil samples must be tak en 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 o wns or operates and may be performed only on an aircraft which the pilot o wns or operates and
which is not used to carry persons or property for hire e xcept as provided in which is not used to carry persons or property for hire e xcept as provided in
applicable FAR’s. Although such maintenance is allo wed by la w, each applicable FAR’s. Although such maintenance is allo wed by la w, each
individual should mak e a self-analysis as to whether he has the ability to individual should mak e 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 All other maintenance required on the airplane should be accomplished
by appropriately licensed personnel. by appropriately licensed personnel.
If maintenance is accomplished, an entry must be made in the appro- If maintenance is accomplished, an entry must be made in the appro-
priate logbook. The entry should contain: priate 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 o wner desires to ha ve his aircraft modif ied, he must obtain F AA If the o wner desires to ha ve his aircraft modif ied, he must obtain F AA
approval for the alteration. Major alterations accomplished in accordance approval for the alteration. Major alterations accomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic, with Advisory Circular 43.13-2, when performed by an A & P mechanic,
may be appro ved by the local F AA of fice. Major alterations to the basic may be appro ved by the local F AA of fice. Major alterations to the basic
airframe or systems not covered by AC 43.13-2 require a Supplemental Type airframe or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate. Certificate.
The o wner or pilot is required to ascertain that the follo wing Aircraft The o wner or pilot is required to ascertain that the follo wing 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-1362B. (1) Aircraft Airworthiness Certificate Form FAA-1362B.
(2) Aircraft Registration Certificate Form FAA-500A. (2) Aircraft Registration Certificate Form FAA-500A.
(3) Aircraft Radio Station License F orm FCC-404A, if trans- (3) Aircraft Radio Station License F orm FCC-404A, if trans-
mitters are installed. mitters 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 Hand book. (1) Pilot’s Operating Hand book.
(2) Weight and Balance data plus a cop y of the latest Repair (2) Weight and Balance data plus a cop y 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, the y should be made a vailable upon request. Logbooks should be aircraft, the y should be made a vailable 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.
8-4 8-4
8.9 GROUND HANDLING 8.9 GROUND HANDLING
(a) Towing (a) Towing
The airplane may be towed by use of power equipment that will The airplane may be towed by use of power equipment that will
not damage or excessively strain the nose gear steering assembly. not damage or excessively strain the nose gear steering assembly.
CAUTIONS CAUTIONS
When to wing with po wer equipment, do not When to wing with po wer equipment, do not
turn the nose gear beyond its 40 degrees turning turn the nose gear beyond its 40 degrees turning
radius in either direction, as this may result radius in either direction, as this may result
in damage to the nose gear and steering in damage to the nose gear and steering
mechanism. Do not push or pull on the mechanism. Do not push or pull on the
propellers or control surf aces when mo ving the propellers or control surf aces when mo ving the
airplane. airplane.
Do not to w the airplane when the controls are Do not to w the airplane when the controls are
secured. secured.
(b) Taxiing (b) Taxiing
Before attempting to taxi the airplanes ground personnel Before attempting to taxi the airplanes ground personnel
should be instructed and appro ved by a qualif ied person authorized should be instructed and appro ved by a qualif ied person authorized
by the owner. Engine starting and shut-down procedures and taxiing by the owner. Engine starting and shut-down procedures and taxiing
techniques should be co vered. When it is ascertained that the techniques should be co vered. When it is ascertained that the
propeller back blast and taxi areas are clear , po wer should be propeller back blast and taxi areas are clear , po wer should be
applied to start the taxi roll, and the follo wing procedures should applied to start the taxi roll, and the follo wing procedures should
be followed: be followed:
(1) Taxi with the propeller in the low pitch, high RPM setting. (1) Taxi with the propeller in the low pitch, high RPM setting.
(2) When taxiing on uneven ground, avoid holes and ruts. (2) When taxiing on uneven ground, avoid holes and ruts.
(3) Observe wing clearances when taxiing near b uildings or (3) Observe wing clearances when taxiing near b uildings or
other stationary objects. If possible, station an observ er other stationary objects. If possible, station an observ er
outside to guide the airplane. outside to guide the airplane.
(4) Do not operate the engines at high RPM when running or (4) Do not operate the engines at high RPM when running or
taxiing over ground containing loose stones, gra vel, or any taxiing over ground containing loose stones, gra vel, or any
loose material that might cause damage to the propeller loose material that might cause damage to the propeller
blades. blades.
(5) After taxiing forw ard a fe w feet, apply the brak es to (5) After taxiing forw ard a fe w feet, apply the brak es to
determine their effectiveness. determine their effectiveness.
(6) While taxiing, make slight turns to ascertain the ef fective- (6) While taxiing, make slight turns to ascertain the ef fective-
ness of the steering. ness of the steering.
8-5 8-5
(7) Propeller thrust may be modulated from full forw ard to (7) Propeller thrust may be modulated from full forw ard to
full reverse by selection of the re versing range. A lock-out full reverse by selection of the re versing range. A lock-out
feature allo ws re verse pitch to function only during feature allo ws re verse pitch to function only during
ground operations. ground operations.
(8) When the airplane is stopped on the taxiway or runway and (8) When the airplane is stopped on the taxiway or runway and
brake freeze-up occurs, actuate the brak es se veral times brake freeze-up occurs, actuate the brak es se veral times
using maximum pressure. To reduce the possibility of using maximum pressure. To reduce the possibility of
brake freeze-up during taxi operation in se vere weather brake freeze-up during taxi operation in se vere weather
conditions, one or tw o taxi slo w-downs (from 25 to 5 conditions, one or tw o taxi slo w-downs (from 25 to 5
knots) may be made using light brak e pressure, which will knots) may be made using light brak e pressure, which will
assist moisture evaporation within the brake. assist moisture evaporation within the brake.
(c) Parking (c) Parking
When parking the airplane, be sure that it is suf ficiently When parking the airplane, be sure that it is suf ficiently
protected against adverse weather conditions and that it presents no protected against adverse weather conditions and that it presents no
danger to other aircraft. When parking the airplane for an y length danger to other aircraft. When parking the airplane for an y 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.
(1) When parking the airplane, head it into the wind if (1) When parking the airplane, head it into the wind if
possible. possible.
(2) Set the parking brak e by applying pressure to the toe (2) Set the parking brak e by applying pressure to the toe
brakes at the top of the rudder pedals while pulling out on brakes at the top of the rudder pedals while pulling out on
the parking brak e handle just belo w the left control the parking brak e handle just belo w the left control
column. To release the parking brak e, apply toe pressure column. To release the parking brak e, apply toe pressure
to the pedals and push in on the parking brake handle. to the pedals and push in on the parking brake handle.
CAUTION CAUTION
Care should be e xercised when setting brak es Care should be e xercised when setting brak es
that are o verheated, or during cold weather that are o verheated, or during cold weather
when accumulated moisture may freeze brak e when accumulated moisture may freeze brak e
shoes and discs together. shoes and discs together.
When e xcessive moisture/freezing temperature conditions When e xcessive moisture/freezing temperature conditions
exist, parked aircraft should ha ve their brak es in the OFF exist, parked aircraft should ha ve their brak es in the OFF
condition and wheel chocks properly positioned. If brak e condition and wheel chocks properly positioned. If brak e
freeze-up is suspected, actuate the brak es se veral times freeze-up is suspected, actuate the brak es se veral times
using maximum pressure. using maximum pressure.
(3) Aileron and stabilator controls should be secured with the (3) Aileron and stabilator controls should be secured with the
front seat belts. Wheels should be block ed if chocks are front seat belts. Wheels should be block ed if chocks are
available. available.
8-6 8-6
(d) Mooring (d) Mooring
The airplane should be moored for immo vability, security and The airplane should be moored for immo vability, 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 stabilator by looping the seat (3) Immobilize the ailerons and stabilator by looping the seat
belt through the control wheel and pulling it snug. belt through the control wheel and pulling it snug.
(4) Place chocks both fore and aft of the main wheels. (4) Place chocks both fore and aft of the main wheels.
(5) Secure tie-down ropes to the wing tie-do wn rings and the (5) Secure tie-down ropes to the wing tie-do wn rings and the
tail skid at approximately 45 de gree angles to the ground. tail skid at approximately 45 de gree angles to the ground.
When using rope of non-synthetic material, lea ve sufficient When using rope of non-synthetic material, lea ve sufficient
slack to a void damage to the airplane should the ropes slack to a void damage to the airplane should the ropes
contract. contract.
CAUTION CAUTION
Use bowline knots, square knots, or lock ed slip Use bowline knots, square knots, or lock ed slip
knots. Do not use plain slip knots. knots. Do not use plain slip knots.
NOTE NOTE
Additional preparations for high winds include Additional preparations for high winds include
using tie-do wn ropes from the landing gear using tie-do wn ropes from the landing gear
forks and securing the rudder. forks and securing the rudder.
(6) Overnight or in blo wing snow or dust, install dust co vers (6) Overnight or in blo wing snow or dust, install dust co vers
on engine air inlet and e xhaust ports. Attach propeller on engine air inlet and e xhaust ports. Attach propeller
restrainers to prevent windmilling. restrainers to prevent windmilling.
(7) Install pitot head co vers, be sure to remo ve the pitot head (7) Install pitot head co vers, be sure to remo ve the pitot head
covers before flight. covers before flight.
(8) Cabin and baggage doors should be lock ed when the (8) Cabin and baggage doors should be lock ed when the
airplane is unattended. airplane is unattended.
(e) Jacking (e) Jacking
The airplane is equipped with a jacking pad on each main spar The airplane is equipped with a jacking pad on each main spar
just outboard of the engine nacelle. When the airplane is raised on just outboard of the engine nacelle. When the airplane is raised on
jacks, the tail skid serves as a support position. To jack the airplane, jacks, the tail skid serves as a support position. To jack the airplane,
proceed as follows: proceed as follows:
(1) Place the jacks under the jack pads. (1) Place the jacks under the jack pads.
8-7 8-7
JACKING ARRANGEMENT JACKING ARRANGEMENT

(2) Attach the tail support to the tail skid. Place a minimum of (2) Attach the tail support to the tail skid. Place a minimum of
500 pounds of ballast on the support to hold the tail down. 500 pounds of ballast on the support to hold the tail down.
CAUTION CAUTION
Be sure to apply suf ficient tail support ballast; Be sure to apply suf ficient tail support ballast;
otherwise the airplane may tip forw ard and otherwise the airplane may tip forw ard and
damage the nose section. damage the nose section.
(3) Raise the jacks until all three wheels clear the floor. (3) Raise the jacks until all three wheels clear the floor.
CAUTION CAUTION
Should it be necessary to raise the nose gear Should it be necessary to raise the nose gear
while the main gear remain on the ground, use while the main gear remain on the ground, use
seat belts to hold the control wheel aft, raising seat belts to hold the control wheel aft, raising
the ele vators to neutral or higher . If the the ele vators to neutral or higher . If the
elevators are do wn, the tabs will contact the elevators are do wn, the tabs will contact the
ground before the skid and could be damaged. ground before the skid and could be damaged.
8-8 8-8
8.11 BRAKE SERVICE 8.11 BRAKE SERVICE
The brak e system is f illed with MIL-H-5606 (petroleum base, red) The brak e system is f illed with MIL-H-5606 (petroleum base, red)
hydraulic fluid. This should be check ed at e very 50 hour inspection and hydraulic fluid. This should be check ed at e very 50 hour inspection and
replenished when necessary. replenished when necessary.
Do not use vegetable base brake fluids (blue) when ref illing the system. Do not use vegetable base brake fluids (blue) when ref illing the system.
The brake fluid reserv oir is f illed by opening the access door on the upper The brake fluid reserv oir is f illed by opening the access door on the upper
right portion of the nose section, e xposing the brake reservoir, and removing right portion of the nose section, e xposing the brake reservoir, and removing
the filler cap. Then add fluid to the reservoir to the required level. the filler cap. Then add fluid to the reservoir to the required level.
If it is necessary to bleed the brak e system to get air out of the lines, fluid If it is necessary to bleed the brak e system to get air out of the lines, fluid
should be added under pressure at the bleeder attachment on the brak e unit. should be added under pressure at the bleeder attachment on the brak e unit.
No adjustment of brak e clearances is necessary . If after e xtended No adjustment of brak e clearances is necessary . If after e xtended
service, braking action requires too much mo vement of the toe pedal or the service, braking action requires too much mo vement of the toe pedal or the
brakes are spongy, check the Service Manual for corrective action. brakes are spongy, check the Service Manual for corrective action.
8.13 HYDRAULIC SYSTEM SERVICE 8.13 HYDRAULIC SYSTEM SERVICE
The fluid le vel of the hydraulic reserv oir should be check ed every 50 The fluid le vel of the hydraulic reserv oir should be check ed every 50
hours by placing the airplane in a le vel position and vie wing the fluid le vel hours by placing the airplane in a le vel position and vie wing the fluid le vel
through the sight glass located in the forward surface of the reservoir dome. through the sight glass located in the forward surface of the reservoir dome.
Access to the reserv oir is through the forw ard baggage compartment door . Access to the reserv oir is through the forw ard baggage compartment door .
The reservoir is mounted directly aft of the radio shelf. The reservoir is mounted directly aft of the radio shelf.
If fluid is not visible, f iltered hydraulic fluid MIL-H-5606 should be If fluid is not visible, f iltered hydraulic fluid MIL-H-5606 should be
added. Fluid may be added by utilizing the f iller line located at the upper added. Fluid may be added by utilizing the f iller line located at the upper
forward corner of the access panel on the right side of the nose section. See forward corner of the access panel on the right side of the nose section. See
Service Manual for filling instructions. Service Manual for filling instructions.
8.15 LANDING GEAR SERVICE 8.15 LANDING GEAR SERVICE
The operation of the landing gear oleos is standard for the air -oil type. The operation of the landing gear oleos is standard for the air -oil type.
Hydraulic fluid passing through an orif ice serv es as the major shock Hydraulic fluid passing through an orif ice serv es as the major shock
absorber, while air compressed statically acts as a taxiing spring. The piston absorber, while air compressed statically acts as a taxiing spring. The piston
tube has a total tra vel of 8.50 inches on the nose and 9 inches on the main. tube has a total tra vel of 8.50 inches on the nose and 9 inches on the main.
About 3.25 inches of tube should be e xposed under normal static loads. About 3.25 inches of tube should be e xposed under normal static loads.
8-9 8-9
All of the oleos are inflated through readily accessible v alves on the top All of the oleos are inflated through readily accessible v alves on the top
of the unit. All major attachments and actuating bearings are equipped with of the unit. All major attachments and actuating bearings are equipped with
grease f ittings for lubrication of the bearing surf aces, and should be grease f ittings for lubrication of the bearing surf aces, and should be
lubricated periodically. (Refer to the lubrication Chart in the Service lubricated periodically. (Refer to the lubrication Chart in the Service
Manual.) Manual.)
In the e vent the oleo strut slo wly loses pressure and e xtension, the most In the e vent the oleo strut slo wly loses pressure and e xtension, the most
probable source of trouble is the air v alve attachment to the leg or the core of probable source of trouble is the air v alve attachment to the leg or the core of
the air valve. These parts should be check ed first to determine whether or not the air valve. These parts should be check ed first to determine whether or not
air leaks are occurring. If a hydraulic fluid leak is e vident on the e xposed air leaks are occurring. If a hydraulic fluid leak is e vident on the e xposed
chrome plated oleo strut, the O-rings on the piston tube bearing units may chrome plated oleo strut, the O-rings on the piston tube bearing units may
need to be replaced. need to be replaced.
NOTE NOTE
The e xposed portion or the strut piston should The e xposed portion or the strut piston should
be wiped do wn re gularly with hydraulic fluid. be wiped do wn re gularly with hydraulic fluid.
This can contrib ute to the service life of the This can contrib ute to the service life of the
strut seals. strut seals.
To add air to the oleo struts, a strut pump is attached at the air v alve and To add air to the oleo struts, a strut pump is attached at the air v alve and
the oleo pumped up until 3.25 inches of piston tube is e xposed with normal the oleo pumped up until 3.25 inches of piston tube is e xposed with normal
static weight on the gears. To add oil, f irst place the airplane on jacks; then static weight on the gears. To add oil, f irst place the airplane on jacks; then
release all the air through the v alves, allowing the oleo to extend fully. Next, release all the air through the v alves, allowing the oleo to extend fully. Next,
remove the air v alve and f ill the unit through this opening. Compress the remove the air v alve and f ill the unit through this opening. Compress the
oleo again to within 1/4 inch of full compression, allo wing e xcess oil to oleo again to within 1/4 inch of full compression, allo wing e xcess oil to
overflow and w orking out trapped air . Then reinsert the v alve core and overflow and w orking out trapped air . Then reinsert the v alve core and
pump up the strut. pump up the strut.
The steering cable from the rudder pedals to the nose wheel steering The steering cable from the rudder pedals to the nose wheel steering
torque shaft arm is adjusted at the rudder pedals or at the torque shaft rollers torque shaft arm is adjusted at the rudder pedals or at the torque shaft rollers
by turning in or out the threaded rod end bearings. Adjustment is normally by turning in or out the threaded rod end bearings. Adjustment is normally
accomplished at the forw ard end of the rods. Adjustment should be made in accomplished at the forw ard end of the rods. Adjustment should be made in
such a w ay that the nose wheel is in line with the fore and aft axis of the such a w ay that the nose wheel is in line with the fore and aft axis of the
airplane when the rudder pedals and rudder are centered. airplane when the rudder pedals and rudder are centered.
Alignment of the nose wheel can be check ed by pushing the airplane Alignment of the nose wheel can be check ed by pushing the airplane
back and forth with the rudder centered to determine that the airplane back and forth with the rudder centered to determine that the airplane
follows a perfectly straight line. follows a perfectly straight line.
In adjusting the steering arm stops, care should be tak en to see that the In adjusting the steering arm stops, care should be tak en to see that the
nose wheel reaches its full 14° travel just after the rudder hits its stops. This nose wheel reaches its full 14° travel just after the rudder hits its stops. This
guarantees that the rudder will be allo wed to mo ve through its full tra vel. guarantees that the rudder will be allo wed to mo ve through its full tra vel.
The turning arc of the nose wheel is 40 degrees in either direction and is The turning arc of the nose wheel is 40 degrees in either direction and is
factory adjusted at stops on the bottom of the for ging. The turning radius is factory adjusted at stops on the bottom of the for ging. The turning radius is
approximately 31.67 feet. approximately 31.67 feet.
Adjustable rod end bearings on each hydraulic c ylinder actuate the Adjustable rod end bearings on each hydraulic c ylinder actuate the
landing gear struts. These rod ends should be set so that the c ylinders move landing gear struts. These rod ends should be set so that the c ylinders move
the landing gear retracting links just f ar enough to engage the spring-loaded the landing gear retracting links just f ar enough to engage the spring-loaded
downlocks and mak e contact at the stops. Too much e xtension of the downlocks and mak e contact at the stops. Too much e xtension of the
adjusting screws will overload the links, and too little e xtension will prevent adjusting screws will overload the links, and too little e xtension will prevent
the links from traveling to the required past-center postion. the links from traveling to the required past-center postion.
8.17 TIRE SERVICE 8.17 TIRE SERVICE
For maximum service from the tires, k eep them inflated to the proper For maximum service from the tires, k eep them inflated to the proper
pressure of 80 psi. When inflating the tires, visually inspect them for cracks pressure of 80 psi. When inflating the tires, visually inspect them for cracks
and breaks. If necessary, reverse the tires on the wheels or interchange them and breaks. If necessary, reverse the tires on the wheels or interchange them
for even wear. All tires and wheels are balanced before original installation, for even wear. All tires and wheels are balanced before original installation,
and the relationship of tire, wheel, and tube should be maintained upon and the relationship of tire, wheel, and tube should be maintained upon
reinstallation. If ne w components are installed, it may be necessary to reinstallation. If ne w components are installed, it may be necessary to
rebalance the wheels with the tires mounted. Out-of-balance wheels can rebalance the wheels with the tires mounted. Out-of-balance wheels can
cause extreme vibration during takeoff and landing. cause extreme vibration during takeoff and landing.
NOTE NOTE
Proper inflation of the nose wheel tire must be Proper inflation of the nose wheel tire must be
maintained to assure propeller ground maintained to assure propeller ground
clearance for a fully deflected tire. clearance for a fully deflected tire.
8.19 PROPELLER SERVICE 8.19 PROPELLER SERVICE
Since propellers will pick up loose pieces of rock or debris from the ramp Since propellers will pick up loose pieces of rock or debris from the ramp
and runw ay, the blades should be check ed periodically for damage. Minor and runw ay, the blades should be check ed periodically for damage. Minor
nicks in the leading edge of blades should be f iled out and all edges rounded, nicks in the leading edge of blades should be f iled out and all edges rounded,
since cracks sometimes start from such defects. Use f ine emery cloth for since cracks sometimes start from such defects. Use f ine emery cloth for
finishing the depressions. Refer to F AA Advisory Circular 43.13-1 for finishing the depressions. Refer to F AA Advisory Circular 43.13-1 for
blade repair recommendations and repair limitations. The daily inspection blade repair recommendations and repair limitations. The daily inspection
should include e xamination of blades and spinner for visible damage or should include e xamination of blades and spinner for visible damage or
cracks and inspection for grease or oil leakage. To pre vent corrosion, the cracks and inspection for grease or oil leakage. To pre vent corrosion, the
propeller surf aces should be cleaned and w axed periodically with hard propeller surf aces should be cleaned and w axed periodically with hard
automotive paste wax. automotive paste wax.
8.21 OIL REQUIREMENTS 8.21 OIL REQUIREMENTS
The oil capacity of the Pratt & Whitney Aircraft PT6A-11 engine is 2.3 The oil capacity of the Pratt & Whitney Aircraft PT6A-11 engine is 2.3
gallons. The engine oil should be changed and the oil f ilter cleaned at gallons. The engine oil should be changed and the oil f ilter cleaned at
intervals recommended in Pratt & Whitney Aircraft Engine Service Bulletin intervals recommended in Pratt & Whitney Aircraft Engine Service Bulletin
Number 12001. Number 12001.
The oil level should be checked within one hour of engine shutdo wn as The oil level should be checked within one hour of engine shutdo wn as
follows: follows:
(a) Unlock f iller cap and withdra w attached dipstick from f iller neck (a) Unlock f iller cap and withdra w attached dipstick from f iller neck
located at 11 o’clock position on the accessory gear box. located at 11 o’clock position on the accessory gear box.
CAUTION CAUTION
Do not mix different brands or specifications of Do not mix different brands or specifications of
oil. Should dif ferent brands of oil become oil. Should dif ferent brands of oil become
mixed, drain and flush oil system and ref ill with mixed, drain and flush oil system and ref ill with
fresh oil (refer to Pratt & Whitney Aircraft fresh oil (refer to Pratt & Whitney Aircraft
Maintenance Manual P/N 3013242). Maintenance Manual P/N 3013242).
(b) Check contents against marking on dipstick which corresponds to (b) Check contents against marking on dipstick which corresponds to
U.S. quarts and service to required le vel. Normal oil le vel is one U.S. quarts and service to required le vel. Normal oil le vel is one
quart below maximum level. Approved oils for this engine are listed quart below maximum level. Approved oils for this engine are listed
in Pratt & Whitney Engine Service Bulletin Number 12001. in Pratt & Whitney Engine Service Bulletin Number 12001.
8.23 FUEL SYSTEM 8.23 FUEL SYSTEM
(a) Fuel Requirements (a) Fuel Requirements
Aviation grade fuels conforming to PW A 522 or CPW 46 Aviation grade fuels conforming to PW A 522 or CPW 46
should be used. These fuels include Jet A, Jet A-1, Jet B, JP4 and should be used. These fuels include Jet A, Jet A-1, Jet B, JP4 and
JP5. If fuel PWA 522 or CPW 46 is not a vailable, aviation gasoline JP5. If fuel PWA 522 or CPW 46 is not a vailable, aviation gasoline
MIL-G-5572 or ASTMD910, all grades, may be used for a MIL-G-5572 or ASTMD910, all grades, may be used for a
maximum of 150 hours between overhauls. maximum of 150 hours between overhauls.
The operation of the aircraft is appro ved with or without an The operation of the aircraft is appro ved with or without an
anti-icing additive in the fuel. When an anti-icing additive is used it anti-icing additive in the fuel. When an anti-icing additive is used it
must meet the specif ication MIL-1-27686, must be uniformly must meet the specif ication MIL-1-27686, must be uniformly
blended with the fuel while refueling, must not e xceed .15% by blended with the fuel while refueling, must not e xceed .15% by
volume of the refueled quantity , and to ensure its ef fectiveness volume of the refueled quantity , and to ensure its ef fectiveness
should be blended at not less than .10% by v olume. One and one half should be blended at not less than .10% by v olume. One and one half
liquid ozs. per ten gallon of fuel w ould f all within this range. A liquid ozs. per ten gallon of fuel w ould f all within this range. A
blender supplied by the additive manufacturer should be used. Except blender supplied by the additive manufacturer should be used. Except
for the information contained in this section, the manuf acturer’s for the information contained in this section, the manuf acturer’s
mixing or blending instructions should be carefully followed. mixing or blending instructions should be carefully followed.
CAUTIONS CAUTIONS
Assure that the additi ve is directed into the Assure that the additi ve is directed into the
flowing fuel stream. The additi ve flo w should flowing fuel stream. The additi ve flo w should
start after and stop before the fuel flo w. Do not start after and stop before the fuel flo w. Do not
permit the concentrated additi ve to come in permit the concentrated additi ve to come in
contact with the aircraft painted surf aces or contact with the aircraft painted surf aces or
the interior surfaces of the fuel tanks. the interior surfaces of the fuel tanks.
Some fuels ha ve anti-icing additi ves pre- Some fuels ha ve anti-icing additi ves pre-
blended in the fuel at the ref inery, so no further blended in the fuel at the ref inery, so no further
blending should be performed. blending should be performed.
This additi ve should not be used as a replace- This additi ve should not be used as a replace-
ment for preflight draining of the fuel system ment for preflight draining of the fuel system
drains. drains.
8-13 8-13
(b) Filling Fuel Cells (b) Filling Fuel Cells
The fuel cells of each wing are f illed through filler necks located The fuel cells of each wing are f illed through filler necks located
on top of each nacelle and on top of each tip tank. on top of each nacelle and on top of each tip tank.
(1) Observe all required safety precautions for handling (1) Observe all required safety precautions for handling
aviation fuels. aviation fuels.
(2) Fill fuel cells through nacelle f iller neck until full and (2) Fill fuel cells through nacelle f iller neck until full and
secure nacelle f iller neck cap. If the optional tip tanks are secure nacelle f iller neck cap. If the optional tip tanks are
installed, continue f illing system through tip tank (DO installed, continue f illing system through tip tank (DO
NOT OPEN N ACELLE FILLER CAP WITH MORE NOT OPEN N ACELLE FILLER CAP WITH MORE
THAN 2 INCHES OF FUEL IN TIP TANK). THAN 2 INCHES OF FUEL IN TIP TANK).
(c) Draining Moisture From Fuel System (c) Draining Moisture From Fuel System
To facilitate draining the fuel system filter bowls, lines and fuel To facilitate draining the fuel system filter bowls, lines and fuel
cells of moisture and foreign matter , drains are incorporated in the cells of moisture and foreign matter , drains are incorporated in the
bottom of each filter bowl and in low points in the system. bottom of each filter bowl and in low points in the system.
(1) To drain either filter bowl, open the access door located on (1) To drain either filter bowl, open the access door located on
the left upper side of the engine co wling. Open the drain the left upper side of the engine co wling. Open the drain
valve for a fe w seconds by pushing do wn on the drain le ver. valve for a fe w seconds by pushing do wn on the drain le ver.
Allow enough fuel to flow to remove sediment. Allow enough fuel to flow to remove sediment.
(2) To drain the fuel system, push up on the arms of each of the (2) To drain the fuel system, push up on the arms of each of the
four drains under the wings and allo w to flo w for a fe w four drains under the wings and allo w to flo w for a fe w
seconds. seconds.
(3) To drain the tip tanks, push up on the drain tubes within (3) To drain the tip tanks, push up on the drain tubes within
the access doors on the undersides of the tip tanks. the access doors on the undersides of the tip tanks.
8-14 8-14
MAIN FUEL CELL DRAINS MAIN FUEL CELL DRAINS

WARNING WARNING
When draining an y amount of fuel, be sure that When draining an y amount of fuel, be sure that
no fire hazard exists before starting engines. Do no fire hazard exists before starting engines. Do
not allow fuel to come in contact with the tires. not allow fuel to come in contact with the tires.
8-15 8-15
8.25 BATTERY SERVICE 8.25 BATTERY SERVICE
The battery used in the P A-31T1 is a rechar geable, v ented, sintered The battery used in the P A-31T1 is a rechar geable, v ented, sintered
plate, nickel-cadmium battery. There are 20 nylon encased cells housed in a plate, nickel-cadmium battery. There are 20 nylon encased cells housed in a
stainless steel battery box. The electrolyte is composed of a 30 percent stainless steel battery box. The electrolyte is composed of a 30 percent
solution of potassium hydroxide in distilled w ater. During operation, no solution of potassium hydroxide in distilled w ater. During operation, no
appreciable chemical change occurs in the electrolyte; therefore, testing the appreciable chemical change occurs in the electrolyte; therefore, testing the
specific gravity of the electrolyte can not determine the state of char ge. For specific gravity of the electrolyte can not determine the state of char ge. For
servicing and cleaning instructions, refer to the P A-31T Service Manual. servicing and cleaning instructions, refer to the P A-31T Service Manual.
WARNING WARNING
Servicing the battery requires special training, Servicing the battery requires special training,
tools, and equipment. Improper handling can tools, and equipment. Improper handling can
result in serious bodily injury or damage to the result in serious bodily injury or damage to the
airplane. The electrolyte used is potassium airplane. The electrolyte used is potassium
hydroxide (K OH), which is a caustic chemical hydroxide (K OH), which is a caustic chemical
agent and serious burns will result if it comes in agent and serious burns will result if it comes in
contact with the skin. If spilled on skin or contact with the skin. If spilled on skin or
clothing, neutralize with vinegar or a mild boric clothing, neutralize with vinegar or a mild boric
acid solution, or , if these are not a vailable, acid solution, or , if these are not a vailable,
wash thoroughly with w ater. Should the wash thoroughly with w ater. Should the
electrolyte come in contact with the e yes, flush electrolyte come in contact with the e yes, flush
thoroughly with running w ater and secure thoroughly with running w ater and secure
immediate medical attention. Shorted batteries immediate medical attention. Shorted batteries
can deliver high currents and a spark can cause can deliver high currents and a spark can cause
a cell to e xplode. Metal articles, such as rings, a cell to e xplode. Metal articles, such as rings,
can fuse to intercell straps causing serious can fuse to intercell straps causing serious
injury. Bodily injury and equipment damage injury. Bodily injury and equipment damage
may result if acid or tools contaminated with may result if acid or tools contaminated with
acid are used. Water or electrolyte spilled into acid are used. Water or electrolyte spilled into
the battery container may cause corrosion and the battery container may cause corrosion and
battery f ailure. Personnel qualif ied to service battery f ailure. Personnel qualif ied to service
the battery should refer to the P A-31T Service the battery should refer to the P A-31T Service
Manual for instructions. Manual for instructions.
8-16 8-16
8.27 OXYGEN SYSTEM SERVICE 8.27 OXYGEN SYSTEM SERVICE
The filler valve for the oxygen cylinder is serviced by opening the access The filler valve for the oxygen cylinder is serviced by opening the access
panel on the lo wer left nose section just aft of the forw ard baggage compart- panel on the lo wer left nose section just aft of the forw ard baggage compart-
ment door. To charge the oxygen system, remo ve the protective cap from the ment door. To charge the oxygen system, remo ve the protective cap from the
filler valve and attach the fitting from an oxygen cart. filler valve and attach the fitting from an oxygen cart.
WARNING WARNING
Inspect the f iller connection for cleanliness Inspect the f iller connection for cleanliness
before attaching it to the f iller v alve. Be sure before attaching it to the f iller v alve. Be sure
hands, tools and clothing are v ery clean and hands, tools and clothing are v ery clean and
free from grease and oil since these contami- free from grease and oil since these contami-
nants will ignite when in contact with pure nants will ignite when in contact with pure
oxygen under pressure. oxygen under pressure.
Open the c ylinder v alve on supply tank and f ill the system slo wly by Open the c ylinder v alve on supply tank and f ill the system slo wly by
adjusting the rechar ge rate with the pressure re gulating v alve on the cart. adjusting the rechar ge rate with the pressure re gulating v alve on the cart.
When the pressure gauge on the cylinder reads 1800 to 1850 psi at 70°F, close When the pressure gauge on the cylinder reads 1800 to 1850 psi at 70°F, close
the pressure re gulating v alve and replace the protecti ve cap on the f iller the pressure re gulating v alve and replace the protecti ve cap on the f iller
valve. valve.
If oxygen masks are of the disposable type, the y should be discarded and If oxygen masks are of the disposable type, the y should be discarded and
replaced after use. If oxygen masks are of the permanent type, the y can be replaced after use. If oxygen masks are of the permanent type, the y can be
cleaned by the following procedure: cleaned by the following procedure:
(a) Remove the microphone from the mask. (a) Remove the microphone from the mask.
(b) Remove the sponge rubber discs from the mask. Do not use soap to (b) Remove the sponge rubber discs from the mask. Do not use soap to
clean sponge rubber parts, as this may deteriorate the rubber and clean sponge rubber parts, as this may deteriorate the rubber and
give off unpleasant odors. Clean sponge rubber parts in clear w ater give off unpleasant odors. Clean sponge rubber parts in clear w ater
and squeeze dry. and squeeze dry.
(c) Wash the rest of the mask in a very mild soap and water solution. (c) Wash the rest of the mask in a very mild soap and water solution.
(d) Rinse mask thoroughly to remove all traces of soap. (d) Rinse mask thoroughly to remove all traces of soap.
(e) Allow components to dry thoroughly before reassembling. Do not (e) Allow components to dry thoroughly before reassembling. Do not
allow sides of the breathing bag to stick together while drying. allow sides of the breathing bag to stick together while drying.
(f) The mask can be sterilized with a 70 percent ethyl alcohol solution. (f) The mask can be sterilized with a 70 percent ethyl alcohol solution.
8.29 ENVIRONMENTAL CONTROL SYSTEM 8.29 ENVIRONMENTAL CONTROL SYSTEM
This is a combination of various systems used to control the atmospheric This is a combination of various systems used to control the atmospheric
environment of the pressurized cabin area. No service or maintenance other environment of the pressurized cabin area. No service or maintenance other
than an operational check of each system should be done unless the P A-31T than an operational check of each system should be done unless the P A-31T
Service Manual is consulted for further information on the follo wing Service Manual is consulted for further information on the follo wing
system: heating, air conditioning and ventilating. system: heating, air conditioning and ventilating.
8.31 PRESSURIZATION SYSTEM 8.31 PRESSURIZATION SYSTEM
The system should be gi ven an operational check before each flight. The system should be gi ven an operational check before each flight.
Should the operational check sho w an y malfunction of the pressurization Should the operational check sho w an y malfunction of the pressurization
system, the P A-31T Service Manual must be consulted for service in- system, the P A-31T Service Manual must be consulted for service in-
structions and any maintenance or adjustments required to mak e the system structions and any maintenance or adjustments required to mak e the system
operational. operational.
8.33 NUMBER PLATES 8.33 NUMBER PLATES
The manufacturer’s name plate is located on the fuselage underside even The manufacturer’s name plate is located on the fuselage underside even
with the forw ard edge of the cabin door . A second plate containing only with the forw ard edge of the cabin door . A second plate containing only
the serial number is located to the left of the tail skid. The serial number the serial number is located to the left of the tail skid. The serial number
should al ways be used in referring to the airplane in service or w arranty should al ways be used in referring to the airplane in service or w arranty
matters. matters.
8.35 LUBRICATION 8.35 LUBRICATION
For lubricating instructions, a chart sho wing lubrication points and For lubricating instructions, a chart sho wing lubrication points and
types of lubricants to be used, and lubrication methods, refer to the P A-31T types of lubricants to be used, and lubrication methods, refer to the P A-31T
Service Manual. Service Manual.
8.37 CLEANING 8.37 CLEANING
(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
Operating conditions and en vironments dictate the frequenc y Operating conditions and en vironments dictate the frequenc y
and methods to be observ ed in cleaning the airplane’ s engines. Salt and methods to be observ ed in cleaning the airplane’ s engines. Salt
air and airborne pollution, for e xample, lea ve corrosi ve deposits air and airborne pollution, for e xample, lea ve corrosi ve deposits
which must be w ashed from the engine before the y are allo wed to which must be w ashed from the engine before the y are allo wed to
accumulate. accumulate.
For engine cleaning procedures, refer to and comply with the For engine cleaning procedures, refer to and comply with the
UACL PT6A-11 Maintenance Manual, P art No. 3013242, P art 2, UACL PT6A-11 Maintenance Manual, P art No. 3013242, P art 2,
Section 3. Section 3.
8-18 8-18
(b) Cleaning Landing Gear (b) Cleaning Landing Gear
Before cleaning the landing gear , place a co ver of plastic or a Before cleaning the landing gear , place a co ver of plastic or a
similar waterproof material over the wheel and brake assembly. similar waterproof 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 with solvent or a mixture of solvent (2) Spray or brush the gear with solvent or a mixture of solvent
and degreaser. To remove especially hea vy dirt and grease and degreaser. To remove especially hea vy 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.
(3) Allow the solv ent to remain on the gear from f ive to ten (3) Allow the solv ent to remain on the gear from f ive to ten
minutes. Then rinse the gear with additional solv ent and minutes. Then rinse the gear with additional solv ent and
allow it to dry. allow it to dry.
(4) Remove the protective cover and the catch pan. (4) Remove the protective cover and the catch pan.
(5) Lubricate the gear in accordance with the Lubrication (5) Lubricate the gear in accordance with the Lubrication
Chart in the PA-31T Service Manual. Chart in the PA-31T Service Manual.
CAUTION CAUTION
Do not brush the micro switches. Do not brush the micro switches.
(c) Cleaning Exterior Surfaces (c) Cleaning Exterior Surfaces
The airplane should be w ashed with a mild soap and w ater The airplane should be w ashed with a mild soap and w ater
solution. Harsh abrasi ves or alkaline soaps or deter gents solution. Harsh abrasi ves or alkaline soaps or deter gents
could scratch painted or plastic surf aces or corrode metal. Co ver could scratch painted or plastic surf aces or corrode metal. Co ver
areas where a cleaning solution could cause damage. To w ash the areas where a cleaning solution could cause damage. To w ash the
airplane, use the following procedure: 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 (2) Apply cleaning solution with a soft cloth, a sponge, or a
soft bristle brush. soft 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 stains, use a soft cloth (4) To remove stubborn oil and grease stains, use a soft cloth
dampened with naphtha. dampened with naphtha.
(5) Rinse all surfaces thoroughly. (5) Rinse all surfaces thoroughly.
(6) Any good automoti ve w ax may be used to protect and (6) Any good automoti ve w ax may be used to protect and
preserve painted surf aces. Soft cleaning cloths or a preserve painted surf aces. Soft cleaning cloths or a
chamois should be used to pre vent scratches when cleaning chamois should be used to pre vent scratches when cleaning
or polishing. A heavier coat of wax on leading surfaces will or polishing. A heavier coat of wax on leading surfaces will
reduce the abrasion problems in these areas. Refer to item reduce the abrasion problems in these areas. Refer to item
(h) for surface deicer cleaning procedures. (h) for surface deicer cleaning procedures.
8-19 8-19
(d) Cleaning Windshield and Windows (d) Cleaning Windshield and Windows
CAUTION CAUTION
Use only mild soap and w ater when cleaning Use only mild soap and w ater when cleaning
the heated windshield. Use of ANY other the heated windshield. Use of ANY other
cleaning agent or material may cause distortion cleaning agent or material may cause distortion
or damage to windshield coatings. or damage to windshield coatings.
(1) Remove dirt, mud, and other loose particles from e xterior (1) Remove dirt, mud, and other loose particles from e xterior
surfaces with clean water. surfaces with clean water.
(2) Wash interior and exterior window surfaces with mild soap (2) Wash interior and exterior window surfaces with mild soap
and w arm w ater. Use a soft cloth or sponge in a straight and w arm w ater. Use a soft cloth or sponge in a straight
back and forth motion. Do not rub harshly. back and forth motion. Do not rub harshly.
(3) Remove oil and grease with a cloth dampened with (3) Remove oil and grease with a cloth dampened with
kerosene. kerosene.
(4) Rinse windows thoroughly and dry with soft lint-free cloth. (4) Rinse windows thoroughly and dry with soft lint-free cloth.
CAUTION CAUTION
Do not use gasoline, alcohol, benzene, carbon Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, other strong tetrachloride, thinner, acetone, other strong
solvents, or windo w cleaning sprays. Do not solvents, or windo w cleaning sprays. Do not
use plastic cleaner on heated glass windshields. use plastic cleaner on heated glass windshields.
(5) A se vere scratch or mar in plastic can be remo ved by (5) A se vere scratch or mar in plastic can be remo ved by
rubbing out the scratch with jeweler’s rouge. rubbing out the scratch with jeweler’s rouge.
(6) When windo ws are clean, apply a thin coat of hand (6) When windo ws are clean, apply a thin coat of hand
polishing wax. Rub lightly with a soft cloth. Do not apply polishing wax. Rub lightly with a soft cloth. Do not apply
wax on heated windshield. wax on heated windshield.
(e) Cleaning Interior (e) Cleaning Interior
(1) Headliners and other vin yl interior surfaces may be cleaned (1) Headliners and other vin yl interior surfaces may be cleaned
with a damp cloth and mild soap and water solution. with a damp cloth and mild soap and water solution.
(2) Window curtains may be dry cleaned b ut it is not recom- (2) Window curtains may be dry cleaned b ut it is not recom-
mended that they be laundered. mended that they be laundered.
(3) Leather may be cleaned with a mild hand soap and w ater (3) Leather may be cleaned with a mild hand soap and w ater
solution or with saddle soap. F ollow the precautions which solution or with saddle soap. F ollow the precautions which
apply to the cleaning of an y f ine leather product. Avoid apply to the cleaning of an y f ine leather product. Avoid
saturation and ne ver use deter gents or harsh cleaning saturation and ne ver use deter gents or harsh cleaning
solutions on leather. solutions on leather.
(4) Wood surf aces may be cleaned with an y good household (4) Wood surf aces may be cleaned with an y good household
liquid or spray cleaner/polish manuf actured for this liquid or spray cleaner/polish manuf actured for this
purpose. purpose.
(5) All upholstery f abrics are “Scotchgard” treated and may (5) All upholstery f abrics are “Scotchgard” treated and may
be cleaned as follows: be cleaned as follows:
Spilled oily and watery liquids will generally bead up on Spilled oily and watery liquids will generally bead up on
the f abric and can be blotted a way lea ving little or no the f abric and can be blotted a way lea ving little or no
stain. Blot spills up as quickly as possible with an absorbent stain. Blot spills up as quickly as possible with an absorbent
cloth, tissue or sponge. If the material is a solid or semi- cloth, tissue or sponge. If the material is a solid or semi-
solid, such as b utter, remo ve the e xcess by gentle scraping solid, such as b utter, remo ve the e xcess by gentle scraping
with a table knife. Often, blotting will remo ve all traces of with a table knife. Often, blotting will remo ve all traces of
stain but if the staining agent is not completely remo ved by stain but if the staining agent is not completely remo ved by
blotting, the following techniques are suggested: blotting, the following techniques are suggested:
a. Water-based stains such as k etchup, milk, ice a. Water-based stains such as k etchup, milk, ice
cream, coffee: cream, coffee:
Wipe the stain with a cloth wet with w ater Wipe the stain with a cloth wet with w ater
containing a deter gent or ammonia (4 a. oz. or containing a deter gent or ammonia (4 a. oz. or
118 ml. ammonia to a gallon of w ater). Repeat if 118 ml. ammonia to a gallon of w ater). Repeat if
necessary. necessary.
b. Oil based stains such as salad dressing, b utter or b. Oil based stains such as salad dressing, b utter or
mayonnaise may be remo ved by either of the mayonnaise may be remo ved by either of the
following procedures: following procedures:
Apply “Texize K-2R Spot Remo ver” by spraying Apply “Texize K-2R Spot Remo ver” by spraying
or rubbing into the f abric, and let dry . Vacuum off or rubbing into the f abric, and let dry . Vacuum off
the residual powder. Repeat if necessary. the residual powder. Repeat if necessary.
or or
Wet a cloth with a solvent type spot cleaner such as Wet a cloth with a solvent type spot cleaner such as
“Engine” or “Renuzit” and wipe or gently rub “Engine” or “Renuzit” and wipe or gently rub
the stained area. Turn cloth and re wet with solv ent the stained area. Turn cloth and re wet with solv ent
often. Repeat until stain disappears. often. Repeat until stain disappears.
Fabrics treated with “Scotchgard” F abric Protector Fabrics treated with “Scotchgard” F abric Protector
with Extra Soil Defense of fer remarkable soil resistance. with Extra Soil Defense of fer remarkable soil resistance.
This means that dirt will sit on the fabric surface and can be This means that dirt will sit on the fabric surface and can be
readily v acuumed of f. Frequent v acuuming of loose dirt readily v acuumed of f. Frequent v acuuming of loose dirt
will prevent its being worked into the fabric. will prevent its being worked into the fabric.
Fabrics which ha ve accumulated signif icant o verall Fabrics which ha ve accumulated signif icant o verall
soil must be v acuumed thoroughly. A foam cleaner recom- soil must be v acuumed thoroughly. A foam cleaner recom-
mended by the manuf acturer should then be applied. The mended by the manuf acturer should then be applied. The
following cleaners ha ve been found to be suitable: “Fiber following cleaners ha ve been found to be suitable: “Fiber
Fresh Concentrate,” “Bissell F oam Upholstery Cleaner ,” Fresh Concentrate,” “Bissell F oam Upholstery Cleaner ,”
“Glamorene,” and “Iv ory Flak es” or an y other similar “Glamorene,” and “Iv ory Flak es” or an y other similar
product. Carefully follo w the manuf acturer’s instructions. product. Carefully follo w the manuf acturer’s instructions.
8-21 8-21
NOTE NOTE
It is best to test the cleaner on an inconspicuous It is best to test the cleaner on an inconspicuous
portion of the f abric to test for discoloration. portion of the f abric to test for discoloration.
Also, avoid soaking or harsh rubbing. Also, avoid soaking or harsh rubbing.
To remo ve residual deter gent left on the f abric, wipe To remo ve residual deter gent left on the f abric, wipe
the entire fabric surface with a cloth dampened with water. the entire fabric surface with a cloth dampened with water.
The cloth should be rinsed in clean w ater se veral times. The cloth should be rinsed in clean w ater se veral times.
This procedure will ensure that the treatment will continue This procedure will ensure that the treatment will continue
to function. to function.
CAUTION CAUTION
Solvent cleaners require adequate ventilation. Solvent cleaners require adequate ventilation.
(f) Cleaning Carpets (f) Cleaning Carpets
Use a small whisk broom or v acuum cleaner to remove dirt. For Use a small whisk broom or v acuum cleaner to remove dirt. For
soiled spots, use a noninflammable dry cleaning fluid. Floor carpets soiled spots, use a noninflammable dry cleaning fluid. Floor carpets
may be removed and cleaned like any household carpet. may be removed and cleaned like any household carpet.
(g) Cleaning Toilet (g) Cleaning Toilet
(1) To dispose of the sanitary bag, pull the top of the bag from (1) To dispose of the sanitary bag, pull the top of the bag from
the pail and close with a wire tie. Remo ve it from the the pail and close with a wire tie. Remo ve it from the
airplane in the co vered pail and dispose of according to airplane in the co vered pail and dispose of according to
field facilities. Do not attempt to flush the bag in a toilet. field facilities. Do not attempt to flush the bag in a toilet.
(2) To clean and deodorize the airplane’ s toilet, mix a solution (2) To clean and deodorize the airplane’ s toilet, mix a solution
of disinfectant type cleaner. Using a soft bristled brush, rag of disinfectant type cleaner. Using a soft bristled brush, rag
and solution, w ash the toilet pail and seat. The toilet may and solution, w ash the toilet pail and seat. The toilet may
be removed for cleaning by disconnecting the two fasteners be removed for cleaning by disconnecting the two fasteners
at the inside forw ard end of the unit. Slide it back and lift at the inside forw ard end of the unit. Slide it back and lift
from the floor. from the floor.
(3) When offensive odor remains, use a stronger solution and (3) When offensive odor remains, use a stronger solution and
reclean. reclean.
(4) Rinse with fresh water and dry. (4) Rinse with fresh water and dry.
(5) To install a ne w sanitary bag, place it o ver the top edge of (5) To install a ne w sanitary bag, place it o ver the top edge of
the pail and push it into the bottom of the pail. the pail and push it into the bottom of the pail.
8-22 8-22
(h) Cleaning Surface Deicing Equipment (h) Cleaning Surface Deicing Equipment
The deicers should be cleaned when the aircraft is w ashed using The deicers should be cleaned when the aircraft is w ashed using
a mild soap and water solution. a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a warm In cold weather, wash the boots with the airplane inside a warm
hangar if possible. If the cleaning is to be done outdoors, heat the hangar if possible. If the cleaning is to be done outdoors, heat the
soap and w ater solution before taking it out to the airplane. If soap and w ater solution before taking it out to the airplane. If
difficulty is encountered with the w ater freezing on boots, direct a difficulty is encountered with the w ater freezing on boots, direct a
blast of w arm air along the re gion being cleaned, using a portable blast of w arm air along the re gion being cleaned, using a portable
type ground heater. type ground heater.
As an alternate cleaning solv ent, use benzol or nonleaded As an alternate cleaning solv ent, use benzol or nonleaded
gasoline. Moisten the cleaning cloth in the solv ent, scrub lightly , gasoline. Moisten the cleaning cloth in the solv ent, scrub lightly ,
and then, with a clean, dry cloth, wipe dry so that the cleaner does and then, with a clean, dry cloth, wipe dry so that the cleaner does
not ha ve time to soak into the rubber . Petroleum products such as not ha ve time to soak into the rubber . Petroleum products such as
these are injurious to rubber, and therefore should be used sparingly these are injurious to rubber, and therefore should be used sparingly
if at all. if at all.
When deicers are clean, a coating of B.F. Goodrich Icex should When deicers are clean, a coating of B.F. Goodrich Icex should
be applied. Ice x is compounded to lo wer the strength of adhesion be applied. Ice x is compounded to lo wer the strength of adhesion
between ice and the rubber surface of the deicer boots. between ice and the rubber surface of the deicer boots.
8-23 8-23
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
1 King KFC 250 Automatic Flight Control System 1 King KFC 250 Automatic Flight Control System
(Aircraft serial numbers 31T-7804001 through (Aircraft serial numbers 31T-7804001 through
31T-7804011)......................................................................... 9-3 31T-7804011)......................................................................... 9-3
31T-7904057)......................................................................... 9-21 31T-7904057)......................................................................... 9-21
31T-8004057)......................................................................... 9-39 31T-8004057)......................................................................... 9-39
With Three Inch Flight Command Indicators With Three Inch Flight Command Indicators
31T-8004057)......................................................................... 9-57 31T-8004057)......................................................................... 9-57
(Aircraft serial numbers 31T-8104001 and up)...................... 9-75 (Aircraft serial numbers 31T-8104001 and up)...................... 9-75
With Three Inch Flight Command Indicators With Three Inch Flight Command Indicators
(Aircraft serial numbers 31T-8104001 and up)...................... 9-95 (Aircraft serial numbers 31T-8104001 and up)...................... 9-95
7 Auxiliary Heat System................................................................ 9-115 7 Auxiliary Heat System................................................................ 9-115
8 Auto-Ignition System.................................................................. 9-117 8 Auto-Ignition System.................................................................. 9-117

9-i 9-i
PA-31T1, CHEYENNE I SUPPLEMENTS PA-31T1, CHEYENNE I SUPPLEMENTS
SECTION 9 SECTION 9
SUPPLEMENTS SUPPLEMENTS
This section provides information in the form of supplements which are This section provides information in the form of supplements which are
necessary for efficient operation of the airplane when it is equipped with one necessary for efficient operation of the airplane when it is equipped with one
or more of the v arious optional systems and equipment not appro ved with or more of the v arious optional systems and equipment not appro ved with
the standard airplane. the standard airplane.
All of the supplements pro vided in this section are “F AA Appro ved” All of the supplements pro vided in this section are “F AA Appro ved”
and consecutively numbered as a permanent part of this handbook. The in- and consecutively numbered as a permanent part of this handbook. The in-
formation contained in each supplement applies only when the related formation 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-31T1, CHEYENNE I SUPPLEMENTS PA-31T1, CHEYENNE I
9-2 9-2
SUPPLEMENT 1 SUPPLEMENT 1
KING KFC 250 AUTOMATIC FLIGHT CONTROL SYSTEM KING KFC 250 AUTOMATIC FLIGHT CONTROL SYSTEM
(Aircraft Serial Numbers 31T-7804001 Through 31T-7804011) (Aircraft Serial Numbers 31T-7804001 Through 31T-7804011)
SECTION 1 - GENERAL SECTION 1 - GENERAL
This supplement contains information necessary for the ef ficient oper- This supplement contains information necessary for the ef ficient oper-
ation of the airplane when the optional King KFC 250 Automatic Flight ation of the airplane when the optional King KFC 250 Automatic Flight
Control System is installed. The information contained within this supple- Control System is installed. The information contained within this supple-
ment is to be used in conjunction with the complete handbook. ment is to be used in conjunction with the complete handbook.
This supplement has been “FAA Approved” as a permanent part of this This supplement has been “FAA Approved” as a permanent part of this
handbook based on King STC No. SA1405CE and must remain in this handbook based on King STC No. SA1405CE and must remain in this
handbook at all times when the optional King KFC 250 Automatic Flight handbook at all times when the optional King KFC 250 Automatic Flight
Control System is installed. Control System is installed.
The KFC 250 System may be operated as a Flight Director alone with The KFC 250 System may be operated as a Flight Director alone with
the pilot steering the airplane to satisfy the Flight Director command presen- the pilot steering the airplane to satisfy the Flight Director command presen-
tation, or the autopilot may be engaged to automatically steer the airplane tation, or the autopilot may be engaged to automatically steer the airplane
to satisfy the Flight Director commands. to satisfy the Flight Director commands.
The KFC 250 System autopilot is certif ied in this airplane with 2 axis The KFC 250 System autopilot is certif ied in this airplane with 2 axis
control, pitch and roll and a third axis Y aw Damper for turn coordination control, pitch and roll and a third axis Y aw Damper for turn coordination
and yaw rate stabilization. The third axis (Y aw) gives dampening and turn and yaw rate stabilization. The third axis (Y aw) gives dampening and turn
coordination whene ver the Y aw Damper mode is engaged. The Y aw coordination whene ver the Y aw Damper mode is engaged. The Y aw
Damper will engage automatically when the autopilot is engaged or may be Damper will engage automatically when the autopilot is engaged or may be
engaged separately using the separate Yaw Damper engage switch. engaged separately using the separate Yaw Damper engage switch.
The airplane is equipped with an electric pitch trim system that is also The airplane is equipped with an electric pitch trim system that is also
used to accomplish automatic trimming to unload the autopilot ele vator used to accomplish automatic trimming to unload the autopilot ele vator
servo so that autopilot disengagement does not result in transient airplane servo so that autopilot disengagement does not result in transient airplane
motion. A pitch autotrim monitor is pro vided in the autopilot, while manual motion. A pitch autotrim monitor is pro vided in the autopilot, while manual
electric trim is monitored with a separate manual trim monitor . Autotrim electric trim is monitored with a separate manual trim monitor . Autotrim
and/or manual electric pitch trim f aults are visually annunciated on the and/or manual electric pitch trim f aults are visually annunciated on the
Mode Annunciator and accompanied by an audible warning. Mode Annunciator and accompanied by an audible warning.
This airplane is equipped with a manual electric pitch trim system de- This airplane is equipped with a manual electric pitch trim system de-
signed to withstand an y type inflight single malfunction pro vided that the signed to withstand an y type inflight single malfunction pro vided that the
system is fully functional during the preflight operational check. system is fully functional during the preflight operational check.
ABBREVIATIONS ABBREVIATIONS
ALT Altitude or Altitude Hold ALT Altitude or Altitude Hold

ALT OR PRESEL Altitude Preselect ALT OR PRESEL Altitude Preselect
AP Autopilot AP Autopilot
APPR Approach APPR Approach
ARM System Arm for Capture ARM System Arm for Capture
BACK CRS Back Course BACK CRS Back Course
CDI Course Deviation Indicator or Control CDI Course Deviation Indicator or Control
CPLD Coupled CPLD Coupled
CWS Control Wheel Steering CWS Control Wheel Steering
DISC Disconnect DISC Disconnect
FCS Flight Control System FCS Flight Control System
FDI Flight Director Indicator FDI Flight Director Indicator
FD/FLT DIR Flight Director System FD/FLT DIR Flight Director System
GS Glideslope GS Glideslope
HDG SEL Heading Select HDG SEL Heading Select
NAV Navigation NAV Navigation
PAH Pitch Attitude Hold PAH Pitch Attitude Hold
PNI Pictorial Navigation Indicator PNI Pictorial Navigation Indicator
YD Yaw Damper YD Yaw Damper
SECTION 2 - LIMITATIONS SECTION 2 - LIMITATIONS
(a) During autopilot operation, one pilot must be seated at the controls (a) During autopilot operation, one pilot must be seated at the controls
with seat belt fastened. with seat belt fastened.
(b) Autopilot and Y aw Damper must be OFF during tak eoff or (b) Autopilot and Y aw Damper must be OFF during tak eoff or
landing. landing.
(c) The pitch trim system must be preflight tested opera- (c) The pitch trim system must be preflight tested opera-
tional prior to flight. tional prior to flight.
(d) S/N 31T-7804001 thru 31T-7804011: (d) S/N 31T-7804001 thru 31T-7804011:
Maximum flap e xtension is Approach (15°) during autopilot Maximum flap e xtension is Approach (15°) during autopilot
operation. Actuate the flaps only while the aircraft is under manual operation. Actuate the flaps only while the aircraft is under manual
control - not while the autopilot is engaged. control - not while the autopilot is engaged.
S/N 31T-7904001 and up: S/N 31T-7904001 and up:

Do not e xtend flaps be yond Approach (15°) during autopilot Do not e xtend flaps be yond Approach (15°) during autopilot
(e) The maximum altitude for operation of the autopilot has not been (e) The maximum altitude for operation of the autopilot has not been
determined. The maximum altitude demonstrated during flight determined. The maximum altitude demonstrated during flight
tests was 29,000 feet. tests was 29,000 feet.
(f) The system is appro ved for Cate gory 1 operation only (Approach (f) The system is appro ved for Cate gory 1 operation only (Approach
or Back Course mode selected). or Back Course mode selected).
(g) Autopilot coupled single-engine GO-AROUNDS are prohibited. (g) Autopilot coupled single-engine GO-AROUNDS are prohibited.
(h) Fuel balance should be maintained for all autopilot operations. (h) Fuel balance should be maintained for all autopilot operations.
(i) Autopilot attitude command limits: (i) Autopilot attitude command limits:
Pitch ±15° Pitch ±15°
Roll ±25° Roll ±25°
Yaw NA Yaw NA
(j) Placards (j) Placards
In full view of the pilot: In full view of the pilot:
CONDUCT AFCS PREFLIGHT CHECK CONDUCT AFCS PREFLIGHT CHECK

PRIOR T O FLIGHT IN A CCORDANCE PRIOR T O FLIGHT IN A CCORDANCE
WITH FLIGHT MANUAL. WITH FLIGHT MANUAL.
SECTION 3 - EMERGENCY PROCEDURES SECTION 3 - EMERGENCY PROCEDURES
(a) DISENGAGE THE A UTOPILOT/YAW D AMP AND/OR (a) DISENGAGE THE A UTOPILOT/YAW D AMP AND/OR
PREVENT ENGAGEMENT BY: PREVENT ENGAGEMENT BY:
(1) Pilot’s or copilot’s AP DISC/TRIM INTERRUPT switch. (1) Pilot’s or copilot’s AP DISC/TRIM INTERRUPT switch.
(2) AP engage le ver on Mode Controller and Y aw engage switch (2) AP engage le ver on Mode Controller and Y aw engage switch
on Yaw Controller. on Yaw Controller.
(3) Pulling the AP/FD 28VDC circuit breaker. (3) Pulling the AP/FD 28VDC circuit breaker.
(4) Turning master switch OFF. (4) Turning master switch OFF.
(5) Turning AP/FD power switch OFF. (5) Turning AP/FD power switch OFF.
(b) AUTOMATIC AUTOPILOT DISENGAGEMENT (b) AUTOMATIC AUTOPILOT DISENGAGEMENT

Any of the follo wing conditions will cause the autopilot to auto- Any of the follo wing conditions will cause the autopilot to auto-
matically disengage: matically disengage:
(1) External power failure. (1) External power failure.
(2) Actuating manual electric trim. (2) Actuating manual electric trim.
(3) Internal Flight Control System failure. (3) Internal Flight Control System failure.
(4) With the KSG 305 compass system, a loss of compass v alid (dis- (4) With the KSG 305 compass system, a loss of compass v alid (dis-
playing compass flag) disengages the autopilot and FL T DIR playing compass flag) disengages the autopilot and FL T DIR
when a mode using heading information is engaged. W ith the when a mode using heading information is engaged. W ith the
compass flag present, only FL T DIR and v ertical modes can be compass flag present, only FL T DIR and v ertical modes can be
selected. selected.
(c) MANUAL ELECTRIC PITCH TRIM (c) MANUAL ELECTRIC PITCH TRIM
Manual electric pitch trim can be disengaged by pressing the pilot’ s Manual electric pitch trim can be disengaged by pressing the pilot’ s
or copilot’s AP DISC/TRIM INTERRUPT switch and holding down or copilot’s AP DISC/TRIM INTERRUPT switch and holding down
until reco very can be made. Then turn OFF the AP/FD until reco very can be made. Then turn OFF the AP/FD
power switch and manually retrim the airplane using the manual power switch and manually retrim the airplane using the manual
trim control wheel. After the airplane is trimmed out, pull the trim control wheel. After the airplane is trimmed out, pull the
TRIM breaker and turn the AP/FD power switch back ON. TRIM breaker and turn the AP/FD power switch back ON.
(d) MAXIMUM ALTITUDE LOSS DUE T O AUTOPILOT MAL- (d) MAXIMUM ALTITUDE LOSS DUE T O AUTOPILOT MAL-
FUNCTION FUNCTION
(1) Cruise, Climb, Descent 500 feet (1) Cruise, Climb, Descent 500 feet
(2) Maneuvering 100 feet (2) Maneuvering 100 feet
(3) Approach 60 feet (3) Approach 60 feet
(4) Single-engine approach 70 feet (4) Single-engine approach 70 feet
CAUTION CAUTION
Overpowering the autopilot in the pitch axis for Overpowering the autopilot in the pitch axis for
periods of 3 seconds or more will result in the periods of 3 seconds or more will result in the
autotrim system operating in the direction to autotrim system operating in the direction to
oppose the pilot and will, therefore, cause an oppose the pilot and will, therefore, cause an
increase in the pitch o verpower forces and, if increase in the pitch o verpower forces and, if
the autopilot is disengaged, could result in a the autopilot is disengaged, could result in a
large pitch control force. large pitch control force.
(e) ENGINE FAILURE (Coupled) (e) ENGINE FAILURE (Coupled)

(1) Disengage autopilot. (1) Disengage autopilot.
(2) Follow the basic Airplane Flight Manual single-engine pro- (2) Follow the basic Airplane Flight Manual single-engine pro-
cedures. cedures.
(3) Airplane rudder and aileron ax es must be manually trimmed (3) Airplane rudder and aileron ax es must be manually trimmed
prior to engaging autopilot for single-engine operations. prior to engaging autopilot for single-engine operations.
CAUTION CAUTION
If rudder and aileron trim cannot be main- If rudder and aileron trim cannot be main-
tained when power is changed during a single- tained when power is changed during a single-
engine coupled approach, disengage autopilot engine coupled approach, disengage autopilot
and continue approach manually. and continue approach manually.
SECTION 4 - NORMAL OPERATING PROCEDURES SECTION 4 - NORMAL OPERATING PROCEDURES
(a) The airplane MASTER SWITCH function is unchanged and can (a) The airplane MASTER SWITCH function is unchanged and can
be used in an emergency to shut off all electrical power while the be used in an emergency to shut off all electrical power while the
problem is isolated. problem is isolated.
(b) The AP/FD Po wer switch supplies po wer to the b us bar of the (b) The AP/FD Po wer switch supplies po wer to the b us bar of the
AP/FD, TRIM, and AL T PRESEL, if installed, circuit break ers. AP/FD, TRIM, and AL T PRESEL, if installed, circuit break ers.
This switch must be OFF during engine start up or shutdown. This switch must be OFF during engine start up or shutdown.
(c) The KFC 250 System is controlled by the follo wing circuit breakers: (c) The KFC 250 System is controlled by the follo wing circuit breakers:
AP/ FD - This supplies 28 VDC po wer to the FCS KCP 299 Com- AP/ FD - This supplies 28 VDC po wer to the FCS KCP 299 Com-
puter, KC 290 Mode Controller , KAP 315 Annunciator P anel, puter, KC 290 Mode Controller , KAP 315 Annunciator P anel,
KC 291 Y aw Controller, and Autopilot Pitch, Roll and Y aw KC 291 Y aw Controller, and Autopilot Pitch, Roll and Y aw
Servos. Servos.
COMPASS #1 - This supplies 115 V AC po wer to the KSG 305 COMPASS #1 - This supplies 115 V AC po wer to the KSG 305
Compass System. Compass System.
TRIM - This supplies po wer to the FCS autotrim and manual TRIM - This supplies po wer to the FCS autotrim and manual
electric pitch trim systems. electric pitch trim systems.
ATT GYRO - This supplies 115 VAC power to the Remote Vertical ATT GYRO - This supplies 115 VAC power to the Remote Vertical
Gyro. Gyro.
ALT PRESEL - This supplies 28 VDC to the optional KAS 297 ALT PRESEL - This supplies 28 VDC to the optional KAS 297
Altitude Selector. Altitude Selector.
YAW GYRO -This supplies 26 VAC power to the remote Yaw Rate YAW GYRO -This supplies 26 VAC power to the remote Yaw Rate
Gyro. Gyro.
AP/FD BUS TIE - This circuit break er supplies 28 VDC po wer to AP/FD BUS TIE - This circuit break er supplies 28 VDC po wer to
the AP/FD, TRIM and ALT PRESEL circuit breakers. the AP/FD, TRIM and ALT PRESEL circuit breakers.
AP/FD INVERTERS # 1, #2 - These circuit break ers supply power AP/FD INVERTERS # 1, #2 - These circuit break ers supply power
to the airplane In verters. Either In verter may be used to po wer the to the airplane In verters. Either In verter may be used to po wer the
Flight Control System through use of the AP/FD In verter Po wer Flight Control System through use of the AP/FD In verter Po wer
Transfer Switch and AP/FD Inverter Bus Tie. Transfer Switch and AP/FD Inverter Bus Tie.
(d) PILOT’S CONTROL WHEEL SWITCH FUNCTIONS (d) PILOT’S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC/TRIM INTERR UPT - This emer gency disconnect AP DISC/TRIM INTERR UPT - This emer gency disconnect
switch will disengage the autopilot and/or Y aw Damper and will switch will disengage the autopilot and/or Y aw Damper and will
interrupt the power to the electric trim system. To resume autopilot interrupt the power to the electric trim system. To resume autopilot
control, the Autopilot le ver on the Mode Controller must be re- control, the Autopilot le ver on the Mode Controller must be re-
engaged. In the event of electric trim or autotrim f ailure, the switch engaged. In the event of electric trim or autotrim f ailure, the switch
can be held depressed, which remo ves all po wer from the trim can be held depressed, which remo ves all po wer from the trim
system to allow the pilot time to pull the TRIM circuit breaker. system to allow the pilot time to pull the TRIM circuit breaker.
CWS - This switch when depressed and held will allo w the pilot to CWS - This switch when depressed and held will allo w the pilot to
manually fly the airplane in pitch and roll without disengaging the manually fly the airplane in pitch and roll without disengaging the
autopilot. When the switch is released the autopilot will resume autopilot. When the switch is released the autopilot will resume
control (within the pitch and roll attitude limits). The CWS switch control (within the pitch and roll attitude limits). The CWS switch
will resync the FL T DIR in P AH, or AL T HOLD mode and will will resync the FL T DIR in P AH, or AL T HOLD mode and will
transfer the GO-AR OUND mode to P AH. When the CWS is held transfer the GO-AR OUND mode to P AH. When the CWS is held
depressed, manual electric pitch trim may be operated without depressed, manual electric pitch trim may be operated without
disengaging the autopilot. disengaging the autopilot.
TRIM UP/DN - Manual electric pitch trim is acti vated by a dual TRIM UP/DN - Manual electric pitch trim is acti vated by a dual
action type switch that requires both halv es be mo ved simul- action type switch that requires both halv es be mo ved simul-
taneously for actuating up or do wn trim commands. Operation of taneously for actuating up or do wn trim commands. Operation of
the manual electric pitch trim switch will disengage the autopilot the manual electric pitch trim switch will disengage the autopilot
(except when CWS switch is held depressed as pre viously noted). (except when CWS switch is held depressed as pre viously noted).
The 3rd axis will not disengage with operation of manual trim The 3rd axis will not disengage with operation of manual trim
switch. switch.
GO-AROUND - The Go-Around switch is located on the throttle, GO-AROUND - The Go-Around switch is located on the throttle,
and the operation of the switch will indicate a f ixed angle of climb of and the operation of the switch will indicate a f ixed angle of climb of
8° on the FDI. Selection of the Go-Around Mode when in the 8° on the FDI. Selection of the Go-Around Mode when in the
APPROACH or N AV CPLD Mode will disengage the mode and APPROACH or N AV CPLD Mode will disengage the mode and
revert to the FL T DIR Mode (wings le vel) for lateral steering. The revert to the FL T DIR Mode (wings le vel) for lateral steering. The
autopilot, if engaged, will remain engaged and will follo w the pitch autopilot, if engaged, will remain engaged and will follo w the pitch
command to climb at the f ixed angle. Go-Around is disengaged by command to climb at the f ixed angle. Go-Around is disengaged by
the use of the CWS switch V ertical Trim switch, or selection of the use of the CWS switch V ertical Trim switch, or selection of
another Vertical Mode. another Vertical Mode.
(e) FCS WARNING FLA GS AND ANNUNCIA TORS DESIGN A- (e) FCS WARNING FLA GS AND ANNUNCIA TORS DESIGN A-
TION AND OPERATION TION AND OPERATION
COMPUTER - This w arning flag, mounted in the KCI 310 Flight COMPUTER - This w arning flag, mounted in the KCI 310 Flight
Director Indicator, will be in vie w whenever any of the follo wing Director Indicator, will be in vie w whenever any of the follo wing
conditions are not met: KCI 310 Internal Command Bar po wer conditions are not met: KCI 310 Internal Command Bar po wer
supply and Command Bar Dri ve Valid; KC 299 Computer V alid. supply and Command Bar Dri ve Valid; KC 299 Computer V alid.
ATTITUDE - This w arning flag, mounted in the KCI 310 Flight ATTITUDE - This w arning flag, mounted in the KCI 310 Flight
conditions are not met: KCI 310 Internal Attitude po wer supply conditions are not met: KCI 310 Internal Attitude po wer supply
and Servo Loop Valid; Remote Vertical Gyro Valid. and Servo Loop Valid; Remote Vertical Gyro Valid.
G.S. OFF - The Glideslope V alid (G.S. OFF Flag out of vie w) has G.S. OFF - The Glideslope V alid (G.S. OFF Flag out of vie w) has
to be present before GS CPLD may occur . If after GS CPLD the to be present before GS CPLD may occur . If after GS CPLD the
Valid is lost, the system will flash the GS CPLD Annunciator and Valid is lost, the system will flash the GS CPLD Annunciator and
transfer from GS CPLD to P AH (Pitch Attitude Hold) steering transfer from GS CPLD to P AH (Pitch Attitude Hold) steering
information. If the GS Valid returns, the system will re vert back to information. If the GS Valid returns, the system will re vert back to
GS CPLD. GS CPLD.
NAV - The N AV or APPR OACH Modes (ARM or CPLD) may be NAV - The N AV or APPR OACH Modes (ARM or CPLD) may be
selected and will function with or without a NAV warning Flag. The selected and will function with or without a NAV warning Flag. The
FDI will continue to pro vide steering information e ven when the FDI will continue to pro vide steering information e ven when the
NAV signal is invalid. NAV signal is invalid.
COMPASS - The Compass Flag mounted in the KPI 552 Pictorial COMPASS - The Compass Flag mounted in the KPI 552 Pictorial
Navigation Indicator will be in vie w whenever the following condi- Navigation Indicator will be in vie w whenever the following condi-
tions are not met: KPI 552 Internal po wer supply and heading tions are not met: KPI 552 Internal po wer supply and heading
servo loop v alid; KSG 105 remote D.G. V alid. The Compass Flag servo loop v alid; KSG 105 remote D.G. V alid. The Compass Flag
also will come into vie w whene ver the pilot manually sla ves the also will come into vie w whene ver the pilot manually sla ves the
remote Gyro. remote Gyro.
NOTE NOTE
If a Compass In valid (Compass Flag in vie w) If a Compass In valid (Compass Flag in vie w)
occurs with either NAV, APPROACH or HDG occurs with either NAV, APPROACH or HDG
SEL Modes selected, the autopilot and/or SEL Modes selected, the autopilot and/or
FLT DIR will disengage. Basic FL T D IR FLT DIR will disengage. Basic FL T D IR
Mode may then be re-engaged along with an y Mode may then be re-engaged along with an y
Vertical Mode and the autopilot. Vertical Mode and the autopilot.
9-10 REVISED: SEPTEMBER 30, 198I 9-10 REVISED: SEPTEMBER 30, 198I
TRIM - The TRIM Warning light, located in the lower right corner TRIM - The TRIM Warning light, located in the lower right corner
of the annunciator panel, will flash and be accompanied by an of the annunciator panel, will flash and be accompanied by an
audible w arning whene ver the follo wing autotrim and/or manual audible w arning whene ver the follo wing autotrim and/or manual
electric pitch trim failures occur: trim servo motor running without electric pitch trim failures occur: trim servo motor running without
a command. The trim serv o motor not running when commanded a command. The trim serv o motor not running when commanded
to run and the trim servo motor running in the wrong direction are to run and the trim servo motor running in the wrong direction are
monitored on Autotrim only . The TRIM w arning light flashes 4 monitored on Autotrim only . The TRIM w arning light flashes 4
times, and the audible warning sounds when the test switch on the times, and the audible warning sounds when the test switch on the
Mode Controller is depressed. Mode Controller is depressed.
NOTE NOTE
The Flight Control System incorporates its The Flight Control System incorporates its
own annunciator panel, which is located on own annunciator panel, which is located on
the instrument panel. The modes and indi- the instrument panel. The modes and indi-
cations gi ven on the annunciator panel are cations gi ven on the annunciator panel are
placarded on the f ace of the lenses and illu- placarded on the f ace of the lenses and illu-
minate when the respecti ve conditions are in- minate when the respecti ve conditions are in-
dicated. The switches on the mode selector are dicated. The switches on the mode selector are
the push-on, push-off type. When engaged, the the push-on, push-off type. When engaged, the
corresponding Flight Director/Autopilot corresponding Flight Director/Autopilot
annunciator light illuminates. The V -bars on annunciator light illuminates. The V -bars on
the flight director indicator will disappear to the flight director indicator will disappear to
the top of the instrument when no flight di- the top of the instrument when no flight di-
rector modes are engaged. The V -bars must be rector modes are engaged. The V -bars must be
in vie w before the autopilot can be engaged. in vie w before the autopilot can be engaged.
When the autopilot is not engaged, the system When the autopilot is not engaged, the system
may be used as a manual flight director system. may be used as a manual flight director system.
PREFLIGHT CHECK (Must be performed prior to each flight) PREFLIGHT CHECK (Must be performed prior to each flight)
(a) With no modes engaged and po wer applied to all systems, depress (a) With no modes engaged and po wer applied to all systems, depress
the Test Button on the Mode Controller . The Yaw Damp ON light the Test Button on the Mode Controller . The Yaw Damp ON light
will illuminate, and all annunciators will be illuminated on the an- will illuminate, and all annunciators will be illuminated on the an-
nunciator panel, including the three mark er lights. Also, the red nunciator panel, including the three mark er lights. Also, the red
TRIM failure light will flash. At least four or more flashes must be TRIM failure light will flash. At least four or more flashes must be
observed to indicate proper operation of the autotrim/manual observed to indicate proper operation of the autotrim/manual
electric pitch trim feature, and an audible w arning should sound. electric pitch trim feature, and an audible w arning should sound.
Test will display the computer flag. Test will display the computer flag.
(b) With the autopilot disengaged, run the follo wing manual electric (b) With the autopilot disengaged, run the follo wing manual electric
pitch trim checks: pitch trim checks:
(1) Verify that the TRIM circuit breaker is in. (1) Verify that the TRIM circuit breaker is in.
(2) Actuate the left side of the pilot’s trim switch to the fore and aft (2) Actuate the left side of the pilot’s trim switch to the fore and aft
positions. The trim solenoid should engage, b ut the trim should positions. The trim solenoid should engage, b ut the trim should
not run. not run.
Actuate the right side of the pilot’ s trim switch to the fore and Actuate the right side of the pilot’ s trim switch to the fore and
aft positions. The trim solenoid should not engage, and the trim aft positions. The trim solenoid should not engage, and the trim
should not run. should not run.
(3) Run the trim from stop to stop. The time required is 48 ± 5 (3) Run the trim from stop to stop. The time required is 48 ± 5
seconds. seconds.
(4) Repeat steps (1) through (3), using the copilot’s trim switch. (4) Repeat steps (1) through (3), using the copilot’s trim switch.
(5) Grasping the manual trim wheel, run the trim both up and (5) Grasping the manual trim wheel, run the trim both up and
down and check the o verpower capability. (Check that the trim down and check the o verpower capability. (Check that the trim
indicator moves with the wheel.) indicator moves with the wheel.)
(6) Depress the trim test switch on the pilot’ s panel and, with the (6) Depress the trim test switch on the pilot’ s panel and, with the
test switch depressed, run the manual trim both up and do wn test switch depressed, run the manual trim both up and do wn
using the pilot or copilot’ s trim switch. The trim w arning light using the pilot or copilot’ s trim switch. The trim w arning light
will illuminate, and warning horn will sound. will illuminate, and warning horn will sound.
(7) Press the AP DISC/TRIM INTERRUPT switch down and hold. (7) Press the AP DISC/TRIM INTERRUPT switch down and hold.
The manual electric pitch trim will not operate either up or The manual electric pitch trim will not operate either up or
down. down.
(c) Engage the FL T DIR. Then engage the autopilot, depress the (c) Engage the FL T DIR. Then engage the autopilot, depress the
CWS switch, center the flight controls and then release the CWS CWS switch, center the flight controls and then release the CWS
switch. Apply force to the controls to determine if the autopilot switch. Apply force to the controls to determine if the autopilot
can be overpowered. can be overpowered.
(d) Check the operation of the pilot’ s and copilot’ s control wheel (d) Check the operation of the pilot’ s and copilot’ s control wheel
switch functions. switch functions.
(e) Engage the FL T DIR and autopilot and put in a pitch (UP) (e) Engage the FL T DIR and autopilot and put in a pitch (UP)
command using the v ertical trim switch on the Mode Controller . command using the v ertical trim switch on the Mode Controller .
Hold the control column to k eep it from mo ving and observ e the Hold the control column to k eep it from mo ving and observ e the
autotrim run in the nose-up direction after approximately three autotrim run in the nose-up direction after approximately three
seconds delay. Use the v ertical trim switch and put in a pitch (DN) seconds delay. Use the v ertical trim switch and put in a pitch (DN)
command. Hold the control column and observ e the autotrim run command. Hold the control column and observ e the autotrim run
in the nose-down direction after approximately 3 seconds. in the nose-down direction after approximately 3 seconds.
(f) Engage the HDG SEL mode and the autopilot. Set the HDG b ug to (f) Engage the HDG SEL mode and the autopilot. Set the HDG b ug to
command a right turn. The control wheel will rotate clockwise. Set command a right turn. The control wheel will rotate clockwise. Set
the HDG bug to command a left turn. The control wheel will rotate the HDG bug to command a left turn. The control wheel will rotate
counterclockwise. counterclockwise.
CAUTION CAUTION
Disengage the autopilot and check that the air- Disengage the autopilot and check that the air-
plane manual pitch trim is in the tak eoff posi- plane manual pitch trim is in the tak eoff posi-
tion prior to takeoff. tion prior to takeoff.
CAUTION CAUTION
If the autopilot circuit breaker is pulled, the red If the autopilot circuit breaker is pulled, the red
“TRIM” f ailure light on the annunciator panel “TRIM” f ailure light on the annunciator panel
will be disabled, and the audible w arning will will be disabled, and the audible w arning will
continuously sound, indicating that the f ailure continuously sound, indicating that the f ailure
light is disabled. In this event, the TRIM circuit light is disabled. In this event, the TRIM circuit
breaker should be pulled and insight trim ac- breaker should be pulled and insight trim ac-
complished by using the manual pitch trim complished by using the manual pitch trim
wheel. wheel.
IN-FLIGHT OPERATION IN-FLIGHT OPERATION
(a) ENGAGE PROCEDURE (a) ENGAGE PROCEDURE

(1) Engage the FL T DIR mode on the mode controller . The e x- (1) Engage the FL T DIR mode on the mode controller . The e x-
isting pitch attitude and wings le vel information will be re- isting pitch attitude and wings le vel information will be re-
tained on the flight command indicator command bars as the y tained on the flight command indicator command bars as the y
are brought into view. are brought into view.
(2) Engage the autopilot. The autopilot action is al ways in re- (2) Engage the autopilot. The autopilot action is al ways in re-
sponse to, and consistent with, flight director commands, and sponse to, and consistent with, flight director commands, and
when engaged by the solenoid-held toggle switch on the mode when engaged by the solenoid-held toggle switch on the mode
controller, the autopilot will respond to an y operating mode controller, the autopilot will respond to an y operating mode
through a soft engage circuit, which allo ws engagement into an through a soft engage circuit, which allo ws engagement into an
unsatisfied night director command without an abrupt control unsatisfied night director command without an abrupt control
transient. transient.
(3) Depressing the CWS switch, located on the pilot’ s control (3) Depressing the CWS switch, located on the pilot’ s control
wheel, allows the pilot to momentarily re vert to manual control wheel, allows the pilot to momentarily re vert to manual control
in pitch and roll (ya w damper stays engaged) while retaining in pitch and roll (ya w damper stays engaged) while retaining
his pre vious mode “program” and con veniently resuming that his pre vious mode “program” and con veniently resuming that
profile upon disengagement. When in Go-Around, operation profile upon disengagement. When in Go-Around, operation
of the CWS switch disengages the Go-Around Mode. of the CWS switch disengages the Go-Around Mode.
(4) The autopilot, together with ya w damper, pro vides three-axis (4) The autopilot, together with ya w damper, pro vides three-axis
rate stabilization, automatic turn coordination, and automatic rate stabilization, automatic turn coordination, and automatic
elevator trim as well as automatic response to all flight director elevator trim as well as automatic response to all flight director
modes. modes.
(b) DISENGAGE PROCEDURE (b) DISENGAGE PROCEDURE

Check the airplane trim by monitoring the command bars before Check the airplane trim by monitoring the command bars before
disengaging the autopilot. While monitoring the flight controls, disengaging the autopilot. While monitoring the flight controls,
disengage the system by one of the follo wing methods: depressing disengage the system by one of the follo wing methods: depressing
the pilot’s AP DISC switch; operating the manual electric pitch the pilot’s AP DISC switch; operating the manual electric pitch
trim switch; or operating the AP engage le ver on the Mode trim switch; or operating the AP engage le ver on the Mode
Controller. The autopilot light on the annunciator panel will Controller. The autopilot light on the annunciator panel will
flash at least four times and remain off to indicate that the autopilot flash at least four times and remain off to indicate that the autopilot
is disengaged. To deactivate the flight director system, depress the is disengaged. To deactivate the flight director system, depress the
FLT DIR switch on the Mode Controller. FLT DIR switch on the Mode Controller.
NOTE NOTE
The Yaw Damper mode will disengage with the The Yaw Damper mode will disengage with the
use of the pilot’ s control wheel AP DISC use of the pilot’ s control wheel AP DISC
switch, b ut will not disengage automatically switch, b ut will not disengage automatically
when the mode controller AP switch is dis- when the mode controller AP switch is dis-
engaged or when the manual electric pitch trim engaged or when the manual electric pitch trim
is operated. The Y aw Damper can be dis- is operated. The Y aw Damper can be dis-
engaged or engaged at an y time by depressing engaged or engaged at an y time by depressing
the Yaw Controller YAW DAMP switch. the Yaw Controller YAW DAMP switch.
(c) FLIGHT DIRECTOR MODE (FLT DIR) (c) FLIGHT DIRECTOR MODE (FLT DIR)
The FLT DIR must be engaged before the autopilot can be engaged. The FLT DIR must be engaged before the autopilot can be engaged.
The FLT DIR mode alone indicates P AH and wings le vel. The pilot The FLT DIR mode alone indicates P AH and wings le vel. The pilot
may choose to fly the FDI commands manually , without the auto- may choose to fly the FDI commands manually , without the auto-
pilot engaged, by depressing the FD mode switch on the Mode pilot engaged, by depressing the FD mode switch on the Mode
Controller and selecting any of the other modes he wishes to follow. Controller and selecting any of the other modes he wishes to follow.
When the autopilot is engaged, the airplane will automatically When the autopilot is engaged, the airplane will automatically
follow the FDI commands. The FL T DIR may be disengaged by follow the FDI commands. The FL T DIR may be disengaged by
depressing the FD mode switch on the Mode Controller at an y time depressing the FD mode switch on the Mode Controller at an y time
the autopilot is not engaged. FL T DIR mode engagement is dis- the autopilot is not engaged. FL T DIR mode engagement is dis-
played on the annunciator. played on the annunciator.
NOTE NOTE
The v ertical trim switch, located on the mode The v ertical trim switch, located on the mode
controller, may be used to trim the command controller, may be used to trim the command
pitch attitude to an y position within the ±15° pitch attitude to an y position within the ±15°
pitch attitude-hold range (the pitch attitude de- pitch attitude-hold range (the pitch attitude de-
grees le gend on the airplane attitude indicator grees le gend on the airplane attitude indicator
will not serv e to indicate accurate FDI pitch will not serv e to indicate accurate FDI pitch
steering bar pitch attitudes in degrees). steering bar pitch attitudes in degrees).
(d) ALTITUDE HOLD MODE (ALT HOLD) (d) ALTITUDE HOLD MODE (ALT HOLD)
When the ALT switch on the Mode Controller is pressed, the FDI When the ALT switch on the Mode Controller is pressed, the FDI
will pro vide commands for maintaining the pressure altitude e x- will pro vide commands for maintaining the pressure altitude e x-
isting at the time the switch is depressed. F or smooth operation, isting at the time the switch is depressed. F or smooth operation,
engage at no greater than 500 ft. per minute climb or descent. The engage at no greater than 500 ft. per minute climb or descent. The
ALT HOLD mode will automatically disengage when glideslope ALT HOLD mode will automatically disengage when glideslope
couples or the Go-Around switch is depressed. ALT HOLD may be couples or the Go-Around switch is depressed. ALT HOLD may be
turned off at any time by depressing the ALT switch. ALT engage- turned off at any time by depressing the ALT switch. ALT engage-
ment is displayed on the annunciator panel. ment is displayed on the annunciator panel.
NOTE NOTE
controller, may be used to change or trim the controller, may be used to change or trim the
command altitude up or do wn at 500 to 700 command altitude up or do wn at 500 to 700
FPM without disengaging the mode. The ne w FPM without disengaging the mode. The ne w
pressure altitude that e xists when the switch is pressure altitude that e xists when the switch is
released will then be held. released will then be held.
(e) ALTITUDE PRESELECT (ALT ARM) (e) ALTITUDE PRESELECT (ALT ARM)
(Optional mode a vailable in airplane equipped with KAS 297 (Optional mode a vailable in airplane equipped with KAS 297
Altitude Preselector.) Altitude Preselector.)
This mode allows the pilot to select, arm, and upon approaching the This mode allows the pilot to select, arm, and upon approaching the
preset altitude, obtain an automatic visual pitch command to cap- preset altitude, obtain an automatic visual pitch command to cap-
ture and hold the preselected altitude. Prior to selecting the function, ture and hold the preselected altitude. Prior to selecting the function,
the pilot must set the desired altitude into the selected altitude read- the pilot must set the desired altitude into the selected altitude read-
out on the KAS 297 Altitude Selector . (The selected altitude is set out on the KAS 297 Altitude Selector . (The selected altitude is set
into the Altitude Selector window through use of a pull-out, push-in, into the Altitude Selector window through use of a pull-out, push-in,
inner-control knob for 100 and 1000 foot increments and an outer inner-control knob for 100 and 1000 foot increments and an outer
control knob for 10,000 foot increments.) The AL T ARM switch on control knob for 10,000 foot increments.) The AL T ARM switch on
the KAS 297 Altitude Selector may be depressed an y time during the KAS 297 Altitude Selector may be depressed an y time during
climb or descent to ARM the Altitude capture circuitry in the KAS climb or descent to ARM the Altitude capture circuitry in the KAS
297 and illuminate the AL T ARM annunciator in the KAS 297 297 and illuminate the AL T ARM annunciator in the KAS 297
display window on the KAP 315 annunciator panel. As the aircraft display window on the KAP 315 annunciator panel. As the aircraft
approaches the selected altitude, incompatible modes such as Go- approaches the selected altitude, incompatible modes such as Go-
Around will drop OFF , and the airplane will be commanded to Around will drop OFF , and the airplane will be commanded to
reduce its climb or descent rate and automatically engage the AL T reduce its climb or descent rate and automatically engage the AL T
HOLD mode as the airplane passes through the selected altitude. HOLD mode as the airplane passes through the selected altitude.
The KAS 297 also pro vides an altitude alerting function. The alti- The KAS 297 also pro vides an altitude alerting function. The alti-
tude alert light in the KAS 297 display windo w will illuminate and tude alert light in the KAS 297 display windo w will illuminate and
flash when entering a band ±1000 feet from the selected altitude. The flash when entering a band ±1000 feet from the selected altitude. The
altitude alert light will e xtinguish when within ±300 feet of the select altitude alert light will e xtinguish when within ±300 feet of the select
altitude. An aural alert and 1 sec. flashing alert annunciator will altitude. An aural alert and 1 sec. flashing alert annunciator will
occur at initial crossing of the selected altitude and upon lea ving the occur at initial crossing of the selected altitude and upon lea ving the
300 feet safe band above and below the selected altitude. 300 feet safe band above and below the selected altitude.
(f) HEADING MODE (HDG SEL) (f) HEADING MODE (HDG SEL)
Set the heading b ug to the desired heading on the PNI, depress the Set the heading b ug to the desired heading on the PNI, depress the
HDG switch on the Mode Controller , and HDG SEL will be dis- HDG switch on the Mode Controller , and HDG SEL will be dis-
played on the annunciator panel. The airplane FDI and/or auto- played on the annunciator panel. The airplane FDI and/or auto-
pilot will command a turn to the heading selected and hold. The pilot will command a turn to the heading selected and hold. The
pilot may then choose any new heading by merely setting the b ug on pilot may then choose any new heading by merely setting the b ug on
a ne w heading. The airplane FDI and/or autopilot will automati- a ne w heading. The airplane FDI and/or autopilot will automati-
cally command a turn in the direction of the ne w setting. T o dis- cally command a turn in the direction of the ne w setting. T o dis-
engage the HDG SEL mode, depress the HDG switch on the Mode engage the HDG SEL mode, depress the HDG switch on the Mode
Controller and observ e that the HDG SEL light goes out on the Controller and observ e that the HDG SEL light goes out on the
annunciator. The HDG SEL mode will automatically disengage annunciator. The HDG SEL mode will automatically disengage
when APPROACH or NAV CPLD is achieved. when APPROACH or NAV CPLD is achieved.
(g) NAVIGATION MODE (NAV) (g) NAVIGATION MODE (NAV)

The Navigation mode may be selected by tuning the N AV receiver The Navigation mode may be selected by tuning the N AV receiver
to the desired frequenc y, setting the CDI to the desired radial and to the desired frequenc y, setting the CDI to the desired radial and
depressing the N AV switch on the Mode Controller . The annun- depressing the N AV switch on the Mode Controller . The annun-
ciator will indicate N AV ARM until intercepting the selected ciator will indicate N AV ARM until intercepting the selected
course, unless the N AV switch is engaged with wings le vel and a course, unless the N AV switch is engaged with wings le vel and a
centered needle on the CDI. Then the mode will go directly to N AV centered needle on the CDI. Then the mode will go directly to N AV
CPLD as displayed on the annunciator panel. The system can inter- CPLD as displayed on the annunciator panel. The system can inter-
cept at an y angle up to 90° and will al ways turn to ward the course cept at an y angle up to 90° and will al ways turn to ward the course
pointer. If a condition requiring a capture e xists at mode engage- pointer. If a condition requiring a capture e xists at mode engage-
ment, the pilot is required to set up an intercept angle using either ment, the pilot is required to set up an intercept angle using either
HDG SEL or FLT DIR mode. NAV may be disengaged by depress- HDG SEL or FLT DIR mode. NAV may be disengaged by depress-
ing the N AV switch or by engaging HDG when in N AV CPLD or ing the N AV switch or by engaging HDG when in N AV CPLD or
APPR when in NAV CPLD/ARM. APPR when in NAV CPLD/ARM.
CAUTION CAUTION
The N AV mode of operation will continue to The N AV mode of operation will continue to
provide airplane command and/or control provide airplane command and/or control
without a v alid V OR/LOC signal (N AV flag without a v alid V OR/LOC signal (N AV flag
in view). in view).
(h) APPROACH MODE (APPROACH) (h) APPROACH MODE (APPROACH)

The Approach mode may be selected by tuning the N AV receiver to The Approach mode may be selected by tuning the N AV receiver to
the desired V OR or LOC frequenc y, setting the CDI to the desired the desired V OR or LOC frequenc y, setting the CDI to the desired
radial or front course and depressing the APPR switch on the Mode radial or front course and depressing the APPR switch on the Mode
Controller. The annunciator will indicate APPR OACH ARM until Controller. The annunciator will indicate APPR OACH ARM until
the course is intercepted, unless the APPR switch is engaged with the the course is intercepted, unless the APPR switch is engaged with the
wings level, and there is a centered needle on the CDI. In that situa- wings level, and there is a centered needle on the CDI. In that situa-
tion, the mode will go directly to APPROACH CPLD as displayed on tion, the mode will go directly to APPROACH CPLD as displayed on
the annunciator panel. The system can intercept at an y angle up to the annunciator panel. The system can intercept at an y angle up to
90° and will al ways turn to ward the course pointer . See approach 90° and will al ways turn to ward the course pointer . See approach
procedure for more detail. APPROACH mode can be disengaged by procedure for more detail. APPROACH mode can be disengaged by
depressing the APPR switch on the Mode Controller , by depressing depressing the APPR switch on the Mode Controller , by depressing
the Go-Around switch on the left engine throttle control, or by the Go-Around switch on the left engine throttle control, or by
engaging HDG SEL or N AV when in APPR OACH CPLD. The engaging HDG SEL or N AV when in APPR OACH CPLD. The
annunciator panel indicates the status of the approach mode. annunciator panel indicates the status of the approach mode.
CAUTION CAUTION
The APPROACH mode of operation will con- The APPROACH mode of operation will con-
tinue to pro vide airplane commands and/or tinue to pro vide airplane commands and/or
control without a valid VOR/LOC signal (NAV control without a valid VOR/LOC signal (NAV
flag in view). flag in view).
(i) BACK COURSE MODE (BACK CRS) (i) BACK COURSE MODE (BACK CRS)
For BACK CRS operation, proceed as for normal approach mode, For BACK CRS operation, proceed as for normal approach mode,
but engage B ACK CRS after selecting APPR OACH. The B ACK but engage B ACK CRS after selecting APPR OACH. The B ACK
CRS mode re verses the signals in the computer and cannot be en- CRS mode re verses the signals in the computer and cannot be en-
gaged without a LOC frequenc y selected. BACK CRS status is indi- gaged without a LOC frequenc y selected. BACK CRS status is indi-
cated on the annunciator panel. B ACK CRS mode can be disen- cated on the annunciator panel. B ACK CRS mode can be disen-
gaged by depressing either the BC, APPR, or Go-Around switches, gaged by depressing either the BC, APPR, or Go-Around switches,
or by selecting other than a LOC frequenc y on the N AV receiver. or by selecting other than a LOC frequenc y on the N AV receiver.
(j) VERTICAL TRIM SWITCH (TRIM UP/DN) (j) VERTICAL TRIM SWITCH (TRIM UP/DN)
Operation of the v ertical trim switch on the Mode Controller pro- Operation of the v ertical trim switch on the Mode Controller pro-
vides a con venient means of adjusting the AL T HOLD or P AH vides a con venient means of adjusting the AL T HOLD or P AH
angle function without disengaging the mode. angle function without disengaging the mode.
(k) GO-AROUND MODE (GO AROUND) (k) GO-AROUND MODE (GO AROUND)
The Go-Around mode may be engaged by depressing the Go- The Go-Around mode may be engaged by depressing the Go-
Around switch on the left engine throttle. Go-Around will illumi- Around switch on the left engine throttle. Go-Around will illumi-
nate on the annunciator panel indicating mode status. The Go- nate on the annunciator panel indicating mode status. The Go-
Around mode provides a fixed pitch up angle that will command the Around mode provides a fixed pitch up angle that will command the
best rate of climbout for multi-engine performance. The autopilot best rate of climbout for multi-engine performance. The autopilot
if engaged, will remain engaged. Go-Around will cancel all other if engaged, will remain engaged. Go-Around will cancel all other
vertical modes as well as APPROACH or NAV CPLD. vertical modes as well as APPROACH or NAV CPLD.
(l) YAW DAMPER MODE (YAW DAMP) (l) YAW DAMPER MODE (YAW DAMP)
The Yaw Damper mode engages automatically when the autopilot The Yaw Damper mode engages automatically when the autopilot
is engaged or may be engaged or disengaged separately by the use of is engaged or may be engaged or disengaged separately by the use of
the YAW DAMP switch on the Y aw Controller. The Y aw Damper the YAW DAMP switch on the Y aw Controller. The Y aw Damper
provides lateral damping plus turn coordination as a third axis with provides lateral damping plus turn coordination as a third axis with
autopilot engaged or as a stand-alone system with only the Y AW autopilot engaged or as a stand-alone system with only the Y AW
DAMP on. DAMP on.
(m) VOR PROCEDURES (m) VOR PROCEDURES

(1) Tune NAV receiver to the appropriate frequency. (1) Tune NAV receiver to the appropriate frequency.
(2) Set the desired heading with the HDG b ug to intercept the (2) Set the desired heading with the HDG b ug to intercept the
radial and engage the HDG SEL and autopilot (maximum re- radial and engage the HDG SEL and autopilot (maximum re-
commended intercept angle is 90°). commended intercept angle is 90°).
(3) Select the desired radial and engage the N AV mode. The FCS (3) Select the desired radial and engage the N AV mode. The FCS
will remain on HDG SEL as indicated on the annunciator panel will remain on HDG SEL as indicated on the annunciator panel
and in ARM on the N AV mode. When the airplane intercepts and in ARM on the N AV mode. When the airplane intercepts
the beam, the system will automatically couple and track in the beam, the system will automatically couple and track in
NAV mode and indicate CPLD on the annunciator panel. NAV mode and indicate CPLD on the annunciator panel.
(4) A new course may be selected o ver the VOR station when op- (4) A new course may be selected o ver the VOR station when op-
erating in the N AV mode by selecting a ne w radial when the erating in the N AV mode by selecting a ne w radial when the
To-From indication changes. F or best performance the use of To-From indication changes. F or best performance the use of
the HDG SEL mode for course changes in the cone area is re- the HDG SEL mode for course changes in the cone area is re-
commended . commended .
(5) For VOR approach, see approach procedure. (5) For VOR approach, see approach procedure.
(n) APPROACH PROCEDURES (n) APPROACH PROCEDURES

(1) Tune ILS or VOR. (1) Tune ILS or VOR.
(2) Set CDI to front course heading. (2) Set CDI to front course heading.
(3) Set Heading Bug and engage HDG SEL to intercept beam at (3) Set Heading Bug and engage HDG SEL to intercept beam at
any angel (maximum recommended intercept is 90°). any angel (maximum recommended intercept is 90°).
(4) Engage APPR OACH and note APPR OACH ARM on the (4) Engage APPROACH and note APPR OACH ARM on the
annunciator panel. annunciator panel.
(5) When the airplane approaches the beam, APPR OACH will (5) When the airplane approaches the beam, APPR OACH will
couple, HDG SEL will decouple, the FDI and/or autopilot will couple, HDG SEL will decouple, the FDI and/or autopilot will
give commands to track LOC or V OR, and CPLD will illumi- give commands to track LOC or V OR, and CPLD will illumi-
nate on the annunciator panel. nate on the annunciator panel.
(6) When the glideslope beam is intercepted, the glideslope will (6) When the glideslope beam is intercepted, the glideslope will
couple automatically and indicate Glideslope on the annunci- couple automatically and indicate Glideslope on the annunci-
ator panel. If ALT was engaged prior to intercepting the glide- ator panel. If ALT was engaged prior to intercepting the glide-
slope, it will automatically disengage when Glideslope couples. Air- slope, it will automatically disengage when Glideslope couples. Air-
plane FDI and/or autopilot will no w provide command to track plane FDI and/or autopilot will no w provide command to track
LOC and Glideslope. Adjust throttles to control speed on descent. LOC and Glideslope. Adjust throttles to control speed on descent.
Set HDG bug for missed approach, but do not engage HDG SEL. Set HDG bug for missed approach, but do not engage HDG SEL.
(7) When middle mark er signal is recei ved, system will automa- (7) When middle mark er signal is recei ved, system will automa-
tically switch to a reduced gain. tically switch to a reduced gain.
(8) Landing or missed approach. (8) Landing or missed approach.
a. Disengage autopilot and land. a. Disengage autopilot and land.
b. S/N 31T-7804001 thru 31T-7804011: b. S/N 31T-7804001 thru 31T-7804011:
Go-Around by depressing the GO-AR OUND switch lo- Go-Around by depressing the GO-AR OUND switch lo-
cated on the left engine throttle, apply full po wer, disengage cated on the left engine throttle, apply full po wer, disengage
the autopilot, retract the gear and flaps, retrim and engage the autopilot, retract the gear and flaps, retrim and engage
the autopilot. APPR OACH may be engaged for a straight- the autopilot. APPR OACH may be engaged for a straight-
away missed approach, or HDG SEL may be engaged to away missed approach, or HDG SEL may be engaged to
turn to the missed approach heading. turn to the missed approach heading.
CAUTION CAUTION
At airspeeds belo w 110 KTS (CAS), rapid At airspeeds belo w 110 KTS (CAS), rapid
power application on Go-Around may cause a power application on Go-Around may cause a
pronounced pitch-up attitude change. The Go- pronounced pitch-up attitude change. The Go-
Around angle is predicated on tw o engine Around angle is predicated on tw o engine
performance. F or single-engine Go-Around, performance. F or single-engine Go-Around,
monitor IAS and use PAH mode. monitor IAS and use PAH mode.

cated on the left engine throttle, apply full po wer, retract cated on the left engine throttle, apply full po wer, retract
gear and flaps. The autopilot, if engaged, will remain en- gear and flaps. The autopilot, if engaged, will remain en-
gaged. APPROACH may be engaged for a straighta way gaged. APPROACH may be engaged for a straighta way
missed approach, or HDG SEL may be engaged to turn to missed approach, or HDG SEL may be engaged to turn to
the missed approach heading. the missed approach heading.
CAUTION CAUTION
pronounced pitch-up attitude change. The Go- pronounced pitch-up attitude change. The Go-
Around angle is predicated on tw o engine Around angle is predicated on tw o engine
performance. F or single-engine Go-Around, performance. F or single-engine Go-Around,
monitor IAS and use PAH mode. monitor IAS and use PAH mode.
(o) BACK COURSE PROCEDURE (o) BACK COURSE PROCEDURE

Same as front course e xcept that B ACK CRS is engaged after Same as front course e xcept that B ACK CRS is engaged after
APPROACH is engaged, and the airplane must be set for descent APPROACH is engaged, and the airplane must be set for descent
manually by holding the v ertical trim switch DN on the Mode manually by holding the v ertical trim switch DN on the Mode
Controller, if in AL T HOLD, or by establishing the desired Pitch Controller, if in AL T HOLD, or by establishing the desired Pitch
Angle using the CWS Interrupt switch, or v ertical trim switch if Angle using the CWS Interrupt switch, or v ertical trim switch if
in PAH. in PAH.
(p) APPROACH PERFORMANCE MONITOR (p) APPROACH PERFORMANCE MONITOR

With both number one and number tw o Na vigation Recei vers With both number one and number tw o Na vigation Recei vers
tuned to the same ILS facility, if the number two localizer deviates tuned to the same ILS facility, if the number two localizer deviates
greater than tw o (2) dots, or the Glideslope de viates by approxi- greater than tw o (2) dots, or the Glideslope de viates by approxi-
mately one-fourth full scale, the appropriate annunciator will flash, mately one-fourth full scale, the appropriate annunciator will flash,
indicating the monitor limits have been exceeded. It is common for indicating the monitor limits have been exceeded. It is common for
the Approach CPLD and G.S. CPLD annunciators to momentarily the Approach CPLD and G.S. CPLD annunciators to momentarily
flash when the respective mode is first coupled, since the system is flash when the respective mode is first coupled, since the system is
not yet stabilized on the beam. not yet stabilized on the beam.
SECTION 5 - PERFORMANCE SECTION 5 - PERFORMANCE
Installation of the King KFC 250 Flight Control System does not af fect Installation of the King KFC 250 Flight Control System does not af fect
the basic performance information presented by Section 5 of this handbook. the basic performance information presented by Section 5 of this handbook.

ALT PRESEL Altitude Preselect ALT PRESEL Altitude Preselect
CWS (SYNC) Control Wheel Steering or Synchronization CWS (SYNC) Control Wheel Steering or Synchronization
landing. landing.
(c) The pitch trim fault monitor system must be preflight tested opera- (c) The pitch trim fault monitor system must be preflight tested opera-
S/N 31T-7904001 up: S/N 31T-7904001 up:

(f) The system is appro ved for Cate gory I operation only (Approach (f) The system is appro ved for Cate gory I operation only (Approach
mode selected). mode selected).
(g) Autopilot coupled single-engine GO-AROUNDS are prohibited. (g) Autopilot coupled single-engine GO-AROUNDS are prohibited.
(h) Fuel balance should be maintained for all autopilot operations. (h) Fuel balance should be maintained for all autopilot operations.
(i) Autopilot operation should be limited to pilot’ s position only , (i) Autopilot operation should be limited to pilot’ s position only ,
unless equipped with optional copilot switches. unless equipped with optional copilot switches.
(j) Autopilot attitude command limits: (j) Autopilot attitude command limits:
Yaw NA Yaw NA
(k) Placards (k) Placards

(1) Pilot’s or optional copilot’ s AP DISC/TRIM INTERR UPT (1) Pilot’s or optional copilot’ s AP DISC/TRIM INTERR UPT
switch. switch.
(5) Turning AP/FD power switch OFF. (5) Turning AP/FD power switch OFF.

selected. selected.
Power switch and manually retrim the airplane using the manual Power switch and manually retrim the airplane using the manual
TRIM breaker and turn the avionics master switch back ON. TRIM breaker and turn the avionics master switch back ON.
FUNCTION FUNCTION
CAUTION CAUTION
When the autopilot is engaged, manual appli- When the autopilot is engaged, manual appli-
cation of a force to the pitch axis of the control cation of a force to the pitch axis of the control
wheel for a period of three seconds or more will wheel for a period of three seconds or more will
result in the autotrim system operating in the result in the autotrim system operating in the
direction to create a force opposing the pilot. direction to create a force opposing the pilot.
This opposing mistrim force will continue to This opposing mistrim force will continue to
increase as long as the pilot applies a force to increase as long as the pilot applies a force to
the control wheel and will ultimately o ver- the control wheel and will ultimately o ver-
power the autopilot. If the autopilot is dis- power the autopilot. If the autopilot is dis-
engaged under these conditions, the pilot may engaged under these conditions, the pilot may
be required to e xert control forces in e xcess of be required to e xert control forces in e xcess of
50 pounds to maintain the desired aircraft atti- 50 pounds to maintain the desired aircraft atti-
tude. The pilot will ha ve to maintain this con- tude. The pilot will ha ve to maintain this con-
trol force while he manually retrims the air - trol force while he manually retrims the air -
craft. craft.

(2) Follow the basic Airplane Flight Manual single engine proce- (2) Follow the basic Airplane Flight Manual single engine proce-
dures. dures.
CAUTION CAUTION
tained when po wer is changed during a single- tained when po wer is changed during a single-
be used in an emer gency to shut of f all electrical po wer while the be used in an emer gency to shut of f all electrical po wer while the
(c) The KFC 250 System is controlled by the follo wing circuit breakers: (c) The KFC 250 System is controlled by the follo wing circuit breakers:
AP/FD - This supplies 28 VDC po wer to the FCS KCP 299 Com- AP/FD - This supplies 28 VDC po wer to the FCS KCP 299 Com-
KC 291 Yaw Controller, and Autopilot Pitch, Roll and Yaw Servos. KC 291 Yaw Controller, and Autopilot Pitch, Roll and Yaw Servos.
ATT GYRO - This supplies 115 VAC power to the Remote Vertical ATT GYRO - This supplies 115 VAC power to the Remote Vertical
Gyro. Gyro.
YAW GYR O - This supplies 26 V AC po wer to the remote Y aw YAW GYR O - This supplies 26 V AC po wer to the remote Y aw
Rate Gyro. Rate Gyro.
INVERTERS #1, #2 - These circuit break ers supply po wer to the INVERTERS #1, #2 - These circuit break ers supply po wer to the
airplane Inverters. Either In verter may be used to po wer the Flight airplane Inverters. Either In verter may be used to po wer the Flight
Control System through use of the In verter Power Transfer Switch Control System through use of the In verter Power Transfer Switch
and Inverter Bus Tie. and Inverter Bus Tie.
(d) P I L OT ’ S / O P T I O NA L C O P I L O T ’ S C O N T R O L W H E E L (d) P I L OT ’ S / O P T I O NA L C O P I L O T ’ S C O N T R O L W H E E L
SWITCH FUNCTIONS SWITCH FUNCTIONS
CWS (SYNC) - This switch when depressed and held will allow the CWS (SYNC) - This switch when depressed and held will allow the
pilot to manually fly the airplane in pitch and roll without dis- pilot to manually fly the airplane in pitch and roll without dis-
engaging the autopilot. When the switch is released the autopilot engaging the autopilot. When the switch is released the autopilot
will resume control (within the pitch and roll attitude limits). The will resume control (within the pitch and roll attitude limits). The
CWS switch will resync the FL T DIR in P AH, or AL T HOLD CWS switch will resync the FL T DIR in P AH, or AL T HOLD
mode and will transfer the GO-AR OUND mode to PAH. When the mode and will transfer the GO-AR OUND mode to PAH. When the
CWS is held depressed, manual electric pitch trim may be operated CWS is held depressed, manual electric pitch trim may be operated
without disengaging the autopilot. without disengaging the autopilot.
switch. switch.
autopilot, if engaged, will remain engaged and will follo w the pitch autopilot, if engaged, will remain engaged and will follo w the pitch
command to climb at the f ixed angle. Go-Around is disengaged by command to climb at the f ixed angle. Go-Around is disengaged by
the use of the CWS switch, V ertical Trim switch, or selection of the use of the CWS switch, V ertical Trim switch, or selection of
G.S. OFF - The Glideslope Valid (C.S. OFF Flag out of vie w) has to G.S. OFF - The Glideslope Valid (C.S. OFF Flag out of vie w) has to
be present before GS CPLD may occur . If after GS CPLD the be present before GS CPLD may occur . If after GS CPLD the
information. If the GS Valid returns, the system will revert back to information. If the GS Valid returns, the system will revert back to
GS CPLD. GS CPLD.
NAV -The N AV or APPR OACH Modes(ARM or CPLD) may be NAV -The N AV or APPR OACH Modes(ARM or CPLD) may be
selected and will function with or without a N AV warning flag. The selected and will function with or without a N AV warning flag. The
NOTE NOTE
TRIM - THE TRIM Warning light, located in the lower right corner TRIM - THE TRIM Warning light, located in the lower right corner
to run and the trim servo motor running in the wrong direction are to run and the trim servo motor running in the wrong direction are
times, and the audible warning sounds when the test switch on the times, and the audible warning sounds when the test switch on the
NOTE NOTE
minate when the respecti ve conditions are in- minate when the respecti ve conditions are in-
corresponding Flight Director/Autopilot corresponding Flight Director/Autopilot
may be used as a manual flight director system may be used as a manual flight director system
9-29 9-29
pitch trip checks: pitch trip checks:
(2) Actuate the left side of the pilot’ s trim switch to the fore and (2) Actuate the left side of the pilot’ s trim switch to the fore and
aft positions. The trim solenoid should engage, b ut the trim aft positions. The trim solenoid should engage, b ut the trim
Actuate the right side of the pilot’s trim switch to the fore and Actuate the right side of the pilot’s trim switch to the fore and
(3) Run the trim from full nose-up to full nose-do wn. The time re- (3) Run the trim from full nose-up to full nose-do wn. The time re-
quired is 48 ±9 seconds. quired is 48 ±9 seconds.
(4) Grasping the manual trim wheel, run the trim in both up and (4) Grasping the manual trim wheel, run the trim in both up and
down directions and check the overpower capability. down directions and check the overpower capability.
down. down.
(7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if (7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if
so equipped. so equipped.
(c) Engage the FL T DIR. Then engage the autopilot, depress the (c) Engage the FL T DIR. Then engage the autopilot, depress the
CWS switch, center the flight controls and then release the CWS CWS switch, center the flight controls and then release the CWS
switch. Apply force to the controls to determine if the autopilot switch. Apply force to the controls to determine if the autopilot
can be overpowered. can be overpowered.
(d) Check the operation of the pilot’ s and optional copilot’ s control (d) Check the operation of the pilot’ s and optional copilot’ s control
wheel switch functions, if so equipped. wheel switch functions, if so equipped.
(e) Engage the FL T DIR and autopilot and put in a pitch (UP) (e) Engage the FL T DIR and autopilot and put in a pitch (UP)
command. Hold the control column and observ e the autotrim command. Hold the control column and observ e the autotrim
run in the nose-down direction after approximately 3 seconds. run in the nose-down direction after approximately 3 seconds.
(f) Engage the HDG SEL mode and the autopilot. Set the HDG b ug to (f) Engage the HDG SEL mode and the autopilot. Set the HDG b ug to
CAUTION CAUTION
Disengage the autopilot and check that the Disengage the autopilot and check that the
airplane manual pitch trim is in the tak eoff airplane manual pitch trim is in the tak eoff
position prior to takeoff. position prior to takeoff.
CAUTION CAUTION
breaker should be pulled and inflight trim ac- breaker should be pulled and inflight trim ac-
wheel. wheel.

unsatisfied flight director command without an abrupt control unsatisfied flight director command without an abrupt control
modes. modes.

flash at least four times and remain of f to indicate that the autopilot flash at least four times and remain of f to indicate that the autopilot
is disengaged. T o deactivate the flight director system, depress the is disengaged. T o deactivate the flight director system, depress the
NOTE NOTE
Controller and selecting an y of the other modes he wishes to follo w. Controller and selecting an y of the other modes he wishes to follo w.
NOTE NOTE
NOTE NOTE
display window on the KAP 315 annunciator panel. As the aircraft display window on the KAP 315 annunciator panel. As the aircraft
approaches the selected altitude, incompatible modes such as Go- approaches the selected altitude, incompatible modes such as Go-
Around will drop OFF , and the airplane will be commanded to Around will drop OFF , and the airplane will be commanded to
tude alert light in the KAS 297 display windo w will illuminate when tude alert light in the KAS 297 display windo w will illuminate when
entering a band ±l000 feet from the selected altitude. The altitude entering a band ±l000 feet from the selected altitude. The altitude
alert light will e xtinguish when within ±300 feet of the selected alti- alert light will e xtinguish when within ±300 feet of the selected alti-
tude. An aural alert and 2 sec. flashing alert annunciator will occur tude. An aural alert and 2 sec. flashing alert annunciator will occur
at initial crossing of the selected altitude. Upon lea ving the safe at initial crossing of the selected altitude. Upon lea ving the safe
band 300 feet abo ve and belo w the selected altitude, a 2 sec. aural band 300 feet abo ve and belo w the selected altitude, a 2 sec. aural
alert will sound, and the alert light will flash while in the 300 to 1000 alert will sound, and the alert light will flash while in the 300 to 1000
foot band. foot band.

centered needle on the CDI . Then the mode will go directly to N AV centered needle on the CDI . Then the mode will go directly to N AV
HDG SEL or FLT DIR mode. N AV may be disengaged by depres- HDG SEL or FLT DIR mode. N AV may be disengaged by depres-
sing the NAV switch or by engaging HDG when in N AV CPLD or sing the NAV switch or by engaging HDG when in N AV CPLD or
CAUTION CAUTION
provide airplane command and/or control provide airplane command and/or control
in view). in view).

the annunciator panel. The system can intercept at an y angle up to the annunciator panel. The system can intercept at an y angle up to
90° and will al ways turn to ward the course pointer . See approach 90° and will al ways turn to ward the course pointer . See approach
procedure for more detail. APPROACH mode can be disengaged by procedure for more detail. APPROACH mode can be disengaged by
engaging HDG SEL or N AV when in APPR OACH CPLD. The engaging HDG SEL or N AV when in APPR OACH CPLD. The
annunciator panel indicates the status of the approach mode. annunciator panel indicates the status of the approach mode.
CAUTION CAUTION
control without a valid VOR/ LOC signal (NAV control without a valid VOR/ LOC signal (NAV
For BACK CRS operation, proceed as for normal approach mode, For BACK CRS operation, proceed as for normal approach mode,
gaged without a LOC frequenc y selected . BACK CRS status is indi- gaged without a LOC frequenc y selected . BACK CRS status is indi-
cated on the annunciator panel. B ACK CRS mode can be dis- cated on the annunciator panel. B ACK CRS mode can be dis-
engaged by depressing either the BC, APPR, or Go-Around engaged by depressing either the BC, APPR, or Go-Around
switches, or by selecting other than a LOC frequenc y on the N AV switches, or by selecting other than a LOC frequenc y on the N AV
receiver. receiver.
9-35 9-35
Around mode provides a fixed pitch up angle that will command an Around mode provides a fixed pitch up angle that will command an
8° climb. The autopilot, if engaged, will remain engaged. Go- 8° climb. The autopilot, if engaged, will remain engaged. Go-
Around will cancel all other v ertical modes as well as APPR OACH Around will cancel all other v ertical modes as well as APPR OACH
or NAV CPLD. or NAV CPLD.
DAMP on. DAMP on.

(4) A new course may be selected o ver the VOR station when oper- (4) A new course may be selected o ver the VOR station when oper-
ating in the N AV mode by selecting a ne w radial when the ating in the N AV mode by selecting a ne w radial when the
the HDG SEL mode for course changes in the cone area is the HDG SEL mode for course changes in the cone area is
recommended. recommended.

any angle (maximum recommended intercept angle is 90°). any angle (maximum recommended intercept angle is 90°).
(4) Engage APPR OACH and note APPR OACH ARM on the (4) Engage APPR OACH and note APPR OACH ARM on the
couple automatically and indicate Glideslope on the annuci- couple automatically and indicate Glideslope on the annuci-
plane FDI and/or autopilot will no w pro vide command to track plane FDI and/or autopilot will no w pro vide command to track
(7) When middle mark er signal is recei ved, Systems will auto- (7) When middle mark er signal is recei ved, Systems will auto-
matically switch to a reduced gain. matically switch to a reduced gain.
NOTE NOTE
Operation of the mark er test function after Operation of the mark er test function after
APPROACH CPLD will reduce the flight con- APPROACH CPLD will reduce the flight con-
trol system gains. If this should occur , the trol system gains. If this should occur , the
APPROACH mode should be recycled. APPROACH mode should be recycled.

a. Disengage autopilot and land. a. Disengage autopilot and land.
b. S/N 31T-7804001 thru 31T-7804011: b. S/N 31T-7804001 thru 31T-7804011:
cated on the left engine throttle, apply full po wer, disengage cated on the left engine throttle, apply full po wer, disengage
the autopilot, retract the gear and flaps, retrim and engage the autopilot, retract the gear and flaps, retrim and engage
the autopilot. APPROACH may be engaged for a straight- the autopilot. APPROACH may be engaged for a straight-
away missed approach, or HDG SEL may be engaged to away missed approach, or HDG SEL may be engaged to
turn to the missed approach heading. turn to the missed approach heading.
CAUTION CAUTION
pronounced pitch-up attitude change. F or pronounced pitch-up attitude change. F or
single-engine Go-Around monitor IAS and use single-engine Go-Around monitor IAS and use
PAH mode. PAH mode.

Go-Around by depressing the (R UNAROUND switch lo- Go-Around by depressing the (R UNAROUND switch lo-
cated on the left engine throttle, apply full po wer, retract cated on the left engine throttle, apply full po wer, retract
gear and flaps. The autopilot, if engaged, will remain en- gear and flaps. The autopilot, if engaged, will remain en-
gaged. APPROACH may be engaged for a straightaway missed gaged. APPROACH may be engaged for a straightaway missed
approach, or HDG SEL may be engaged to turn to approach, or HDG SEL may be engaged to turn to
the missed approach heading. the missed approach heading.
CAUTION CAUTION
pronounced pitch-up attitude change. F or pronounced pitch-up attitude change. F or
single-engine Go-Around monitor IAS and use single-engine Go-Around monitor IAS and use
PAH mode. PAH mode.

in PAH. in PAH.

With both number one and number two Navigation Receivers tuned With both number one and number two Navigation Receivers tuned
to the same ILS f acility, if the number tw o localizer de viates to the same ILS f acility, if the number tw o localizer de viates
Installation at the King KFC 250 Flight Control System does not af fect Installation at the King KFC 250 Flight Control System does not af fect
handbook ant all times when the optional King KFC 250 Automatic Flight handbook ant all times when the optional King KFC 250 Automatic Flight
AFCS Automatic Flight Control System AFCS Automatic Flight Control System
landing. landing.

(g) Fuel balance should be maintained for all autopilot operations. (g) Fuel balance should be maintained for all autopilot operations.
(h) Autopilot operation should be limited to pilot’ s position only , (h) Autopilot operation should be limited to pilot’ s position only ,
Yaw NA Yaw NA
in full view of tile pilot: in full view of tile pilot:

switch. switch.
(5) Turning AP/FD Power switch OFF. (5) Turning AP/FD Power switch OFF.

(2) Actuating manual electric trim (2) Actuating manual electric trim
selected. selected.
Power switch and manually retrim the airplane using the manual Power switch and manually retrim the airplane using the manual
TRIM breaker and turn the AP/FD Power switch back ON. TRIM breaker and turn the AP/FD Power switch back ON.
FUNCTION FUNCTION
CAUTION CAUTION
50 pounds to maintain the desired aircraft atti- 50 pounds to maintain the desired aircraft atti-
tude. The pilot will ha ve to maintain this con- tude. The pilot will ha ve to maintain this con-
trol force while he manually retrims the air- trol force while he manually retrims the air-
craft. craft.

(2) Follow the basic Airplane Flight Manual single-engine proce- (2) Follow the basic Airplane Flight Manual single-engine proce-
dures. dures.
CAUTION CAUTION
ISSUED: JANUARY 31, 1980 REPORT 2124 ISSUED: JANUARY 31, 1980 REPORT 2124
(c) The KFC 250 System is controlled by the following circuit breakers: (c) The KFC 250 System is controlled by the following circuit breakers:
ATT GYRO - This supplies 115 V AC power to the Remote Vertical ATT GYRO - This supplies 115 V AC power to the Remote Vertical
Gyro. Gyro.
INVERTERS #1, #2 - These circuit break ers supply po wer to the INVERTERS #1, #2 - These circuit break ers supply po wer to the
airplane Inverters. Either In verter may be used to po wer the Flight airplane Inverters. Either In verter may be used to po wer the Flight
Control System through use of the In verter Power Transfer Switch Control System through use of the In verter Power Transfer Switch
and Inverter Bus Tie. and Inverter Bus Tie.
(d) P I L OT ’ S / O P T I O NA L C O P I L O T ’ S C O N T R O L W H E E L (d) P I L OT ’ S / O P T I O NA L C O P I L O T ’ S C O N T R O L W H E E L
CWS (SYNC) - This switch when depressed and held will allow the CWS (SYNC) - This switch when depressed and held will allow the
pilot to manually fly the airplane in pitch and roll without dis- pilot to manually fly the airplane in pitch and roll without dis-
engaging the autopilot. When the switch is released the autopilot engaging the autopilot. When the switch is released the autopilot
CWS switch will resync the FL T DIR in P AH, or AL T HOLD CWS switch will resync the FL T DIR in P AH, or AL T HOLD
mode and will transfer the GO-AR OUND mode to PAH. When the mode and will transfer the GO-AR OUND mode to PAH. When the
CWS is held depressed, manual electric pitch trim may be operated CWS is held depressed, manual electric pitch trim may be operated
without disengaging the autopilot. without disengaging the autopilot.
switch. switch.
autopilot, if engaged, will disengage. Go-Around is disengaged by autopilot, if engaged, will disengage. Go-Around is disengaged by
the use of the CWS switch, V ertical Trim switch, or selection of the use of the CWS switch, V ertical Trim switch, or selection of
supply and Command Bar Drive Valid; KC 299 Computer Valid. supply and Command Bar Drive Valid; KC 299 Computer Valid.
G.S. OFF - The Glideslope Valid (G.S. OFF Flag out of vie w) has to G.S. OFF - The Glideslope Valid (G.S. OFF Flag out of vie w) has to
be present before GS CPLD may occur . If after GS CPLD the be present before GS CPLD may occur . If after GS CPLD the
information. If the GS Valid returns, the system will revert back to information. If the GS Valid returns, the system will revert back to
GS CPLD. GS CPLD.
NAV -The N AV or APPR OACH Modes (ARM or CPLD) may be NAV -The N AV or APPR OACH Modes (ARM or CPLD) may be
selected and will function with or without a N AV warning flag. The selected and will function with or without a N AV warning flag. The
NOTE NOTE
TRIM - The TRIM Warning light, located in the lower right corner TRIM - The TRIM Warning light, located in the lower right corner
to run and the trim serv o motor running in the wrong direction are to run and the trim serv o motor running in the wrong direction are
times, and the audible w arning sounds when the test switch on the times, and the audible w arning sounds when the test switch on the
AP DISCONNECT ALER TER - The Autopilot Disconnect AP DISCONNECT ALER TER - The Autopilot Disconnect
Alerter will sound an audible w arning for approximately tw o Alerter will sound an audible w arning for approximately tw o
seconds whenever the autopilot engage le ver on the KC290 mode seconds whenever the autopilot engage le ver on the KC290 mode
controller is disengaged. controller is disengaged.
NOTE NOTE
minate when the respective conditions are in- minate when the respective conditions are in-
corresponding Flight Directory/Autopilot corresponding Flight Directory/Autopilot
not run. not run.
(3) Run the trim from full nose-up to full nose-do wn. The time re- (3) Run the trim from full nose-up to full nose-do wn. The time re-
quired is 48 ±9 seconds. quired is 48 ±9 seconds.
(4) Grasping the manual trim wheel, run the trim in both up and (4) Grasping the manual trim wheel, run the trim in both up and
down directions and check the overpower capability. down directions and check the overpower capability.
down. down.
(7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if, (7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if,
(c) Engage the FLT DIR. Then engage the autopilot and apply force to (c) Engage the FLT DIR. Then engage the autopilot and apply force to
the controls to determine if the autopilot can be o verpowered. De- the controls to determine if the autopilot can be o verpowered. De-
press the CWS switch and manually mo ve the control column and press the CWS switch and manually mo ve the control column and
wheel to the neutral position and release the switch. wheel to the neutral position and release the switch.
(d) Engage the FL T DIR and autopilot and put in a pitch (UP) (d) Engage the FL T DIR and autopilot and put in a pitch (UP)
command. Hold the control column and observ e the autotrim command. Hold the control column and observ e the autotrim
run in the nose-down direction after approximately 3 seconds. run in the nose-down direction after approximately 3 seconds.
(e) Engage the HDG SEL mode and the autopilot. See the HDG bug to (e) Engage the HDG SEL mode and the autopilot. See the HDG bug to
CAUTION CAUTION
CAUTION CAUTION
“TRIM “ f ailure light on the annunciator panel “TRIM “ f ailure light on the annunciator panel
light is disabled . In this e vent, the TRIM circuit light is disabled . In this e vent, the TRIM circuit
breaker should be pulled and inflight trim ac- breaker should be pulled and inflight trim ac-
wheel. wheel.

sponse to, and consistent with, night director commands, and sponse to, and consistent with, night director commands, and
modes. modes.

flash at least four times and remain of f to indicate that the autopilot flash at least four times and remain of f to indicate that the autopilot
is disengaged. T o deactivate the flight director system, depress the is disengaged. T o deactivate the flight director system, depress the
NOTE NOTE
Controller and selecting an y of the other modes he wishes to follo w. Controller and selecting an y of the other modes he wishes to follo w.
NOTE NOTE
pitch attitude to an y position within the 15° pitch attitude to an y position within the 15°
NOTE NOTE
display window and on the KAP 315 annunciator panel. As the air- display window and on the KAP 315 annunciator panel. As the air-
craft approaches the selected altitude, incompatible modes such as craft approaches the selected altitude, incompatible modes such as
Go-Around will drop OFF, and the airplane will be commanded to Go-Around will drop OFF, and the airplane will be commanded to
tude alert light in the KAS 297 display windo w will illuminate when tude alert light in the KAS 297 display windo w will illuminate when
entering a band ±1000 feet from the selected altitude. The altitude entering a band ±1000 feet from the selected altitude. The altitude
at initial crossing of the selected altitude. Upon lea ving the safe at initial crossing of the selected altitude. Upon lea ving the safe
band, 300 feet abo ve and belo w the selected altitude, a 2 sec. aural band, 300 feet abo ve and belo w the selected altitude, a 2 sec. aural
alert will sound, and the alert light will flash while in the 300 to 1000 alert will sound, and the alert light will flash while in the 300 to 1000
foot band. foot band.
Set the heading bug to the desired heading on the PNI, depress the Set the heading bug to the desired heading on the PNI, depress the

HDG SEL or FL T DIR mode. N AV may be disengaged by depres- HDG SEL or FL T DIR mode. N AV may be disengaged by depres-
sing the N AV switch or by engaging HDG when in N AV CPLD or sing the N AV switch or by engaging HDG when in N AV CPLD or
CAUTION CAUTION
provide airplane command and/ or control provide airplane command and/ or control
in view). in view).

the annunciator panel. The system can intercept at an y angle up the annunciator panel. The system can intercept at an y angle up
to 90° and will al ways turn to ward the course pointer . See approach to 90° and will al ways turn to ward the course pointer . See approach
procedure for more detail. APPR OACH mode can be disengaged procedure for more detail. APPR OACH mode can be disengaged
by depressing the APPR switch on the Mode Controller , by de- by depressing the APPR switch on the Mode Controller , by de-
pressing the Go-Around switch on the left engine throttle control, pressing the Go-Around switch on the left engine throttle control,
or by engaging HDG SEL or N AV when in APPR OACH CPLD. or by engaging HDG SEL or N AV when in APPR OACH CPLD.
The annunciator panel indicates the status of the approach mode. The annunciator panel indicates the status of the approach mode.
CAUTION CAUTION
For BACK CRS operation, proceed as for normal approach mode For BACK CRS operation, proceed as for normal approach mode
gaged without a LOC frequenc y selected . BACK CRS status is indi- gaged without a LOC frequenc y selected . BACK CRS status is indi-
cated on the annunciator panel. B ACK CRS mode can be dis- cated on the annunciator panel. B ACK CRS mode can be dis-
engaged by depressing either the BC, APPR, or Go-Around engaged by depressing either the BC, APPR, or Go-Around
switches, or by selecting other than a LOC frequenc y on the N AV switches, or by selecting other than a LOC frequenc y on the N AV
receiver. receiver.
9-53 9-53
8° climb. The autopilot, if engaged, will disengage. Go-Around will 8° climb. The autopilot, if engaged, will disengage. Go-Around will
cancel all other v ertical modes as well as APPR OACH or N AV cancel all other v ertical modes as well as APPR OACH or N AV
CPLD. CPLD.
DAMP on. DAMP on.

the HDG SEL mode for course changes in the cone area is the HDG SEL mode for course changes in the cone area is
recommended . recommended .
9-54 9-54

(4) Engage APPR OACH and note APPR OACH ARM on the (4) Engage APPROACH and note APPR OACH ARM on the
couple automatically and indicate Glideslope on the annunci- couple automatically and indicate Glideslope on the annunci-
plane FDI and/or autopilot will no w pro vide command to track plane FDI and/or autopilot will no w pro vide command to track
(7) When middle mark er signal is recei ved, system will auto- (7) When middle mark er signal is recei ved, system will auto-
NOTE NOTE
APPROACH CPLD will reduce the flight con- APPROACH CPLD will reduce the flight con-
trol system gains. If this should occur , the trol system gains. If this should occur , the

a. Landing: Disengage autopilot and land. a. Landing: Disengage autopilot and land.
b. Missed Approach: Depressing the GO-AR OUND switch b. Missed Approach: Depressing the GO-AR OUND switch
located on the left engine throttle, apply full power, retract located on the left engine throttle, apply full power, retract
gear and flaps. The autopilot, if engaged, will disengage. gear and flaps. The autopilot, if engaged, will disengage.
APPROACH may be engaged for a straightaway missed APPROACH may be engaged for a straightaway missed
approach, or HDC SEL may be engaged to turn to the approach, or HDC SEL may be engaged to turn to the
missed approach heading After the go-around attitude has missed approach heading After the go-around attitude has
been established and the airplane has been trimmed, the been established and the airplane has been trimmed, the
autopilot may be re-engaged. autopilot may be re-engaged.

in PAH. in PAH.

REPORT 2124 ISSUED: JANUARY 31, 1980 REPORT 2124 ISSUED: JANUARY 31, 1980
WITH THREE INCH FLIGHT COMMAND INDICATORS WITH THREE INCH FLIGHT COMMAND INDICATORS
handbook based on King STC No. SA140SCE and must remain in this handbook based on King STC No. SA140SCE and must remain in this
the pilot steering the airplane to satisfy the Flight Director command the pilot steering the airplane to satisfy the Flight Director command
presentation, or the autopilot may be engaged to automatically steer the presentation, or the autopilot may be engaged to automatically steer the
airplane to satisfy the Flight Director commands. airplane to satisfy the Flight Director commands.
This airplane is equipped with a manual electric pitch trim system This airplane is equipped with a manual electric pitch trim system
designed to withstand an y type inflight single malfunction pro vided that designed to withstand an y type inflight single malfunction pro vided that
the system is fully functional during the preflight operational check. the system is fully functional during the preflight operational check.
AFCS Automatic Flight Control System AFCS Automatic Flight Control System
BC Back Course BC Back Course
FD Flight Director System FD Flight Director System
HDG Heading Select HDG Heading Select
landing. landing.
tional prior to night. tional prior to night.
control - not while the autopilot is engaged control - not while the autopilot is engaged

(g) Fuel balance should be maintained for all autopilot operations. (g) Fuel balance should be maintained for all autopilot operations.
(h) Autopilot operation should be limited to pilot’ s position only , (h) Autopilot operation should be limited to pilot’ s position only ,
Yaw NA Yaw NA

PRIOR TO FLIGHT IN ACCORDANCE PRIOR TO FLIGHT IN ACCORDANCE
WITH FLIGHT MANUAL WITH FLIGHT MANUAL
switch. switch.
(2) AP engage lever on Mode Controller and Yaw engage switch (2) AP engage lever on Mode Controller and Yaw engage switch
(3) Pulling the AP/ FD 28VDC circuit breaker. (3) Pulling the AP/ FD 28VDC circuit breaker.
(5) Turning AP/FD Power switch OFF. (5) Turning AP/FD Power switch OFF.

Any of the following conditions will cause the autopilot to auto- Any of the following conditions will cause the autopilot to auto-
(4) With the KCS 55A compass system, a loss of compass valid (4) With the KCS 55A compass system, a loss of compass valid
(displaying HDG flag) disengages the autopilot and FD when (displaying HDG flag) disengages the autopilot and FD when
a mode using heading information is engaged. W ith the HDG a mode using heading information is engaged. W ith the HDG
flag present, only FD and vertical modes can be selected. flag present, only FD and vertical modes can be selected.
until reco very can be made. Then turn OFF the AP/FD Po wer until reco very can be made. Then turn OFF the AP/FD Po wer
switch and manually retrim the airplane using the manual trim switch and manually retrim the airplane using the manual trim
control wheel. After the airplane is trimmed out, pull the TRIM control wheel. After the airplane is trimmed out, pull the TRIM
breaker and turn the AP/FD Power switch back ON. breaker and turn the AP/FD Power switch back ON.
FUNCTION FUNCTION
CAUTION CAUTION
50 pounds to maintain the desired aircraft 50 pounds to maintain the desired aircraft
attitude. The pilot will ha ve to maintain this attitude. The pilot will ha ve to maintain this
control force while he manually retrims the control force while he manually retrims the
aircraft. aircraft.

(2) Follow the basic Airplane Flight Manual single-engine proce- (2) Follow the basic Airplane Flight Manual single-engine proce-
dures. dures.
CAUTION CAUTION
(c) The KFC 250 System is controlled by the following circuit breakers: (c) The KFC 250 System is controlled by the following circuit breakers:
puter, KC 290 Mode Controller , KA 285 Annunciator P anel, puter, KC 290 Mode Controller , KA 285 Annunciator P anel,
COMPASS #1 - This supplies po wer to the KCS 55A Compass COMPASS #1 - This supplies po wer to the KCS 55A Compass
System. System.
(d) PILOT’S/OPTIONAL COPILO T’S CONTR OL WHEEL (d) PILOT’S/OPTIONAL COPILO T’S CONTR OL WHEEL
control, the Autopilot le ver on the Mode Controller must be control, the Autopilot le ver on the Mode Controller must be
re-engaged. In the e vent of electric trim or autotrim f ailure, the re-engaged. In the e vent of electric trim or autotrim f ailure, the
switch can be held depressed, which remo ves all power from the switch can be held depressed, which remo ves all power from the
trim system to allo w the pilot time to pull the TRIM circuit trim system to allo w the pilot time to pull the TRIM circuit
breaker. breaker.
CWS (SYNC) - This switch when depressed and held will allo w CWS (SYNC) - This switch when depressed and held will allo w
the pilot to manually fly the airplane in pitch and roll without the pilot to manually fly the airplane in pitch and roll without
disengaging the autopilot. When the switch is released the autopilot disengaging the autopilot. When the switch is released the autopilot
CWS switch will resync the FD in P AH, or ALT HOLD mode and CWS switch will resync the FD in P AH, or ALT HOLD mode and
will transfer the GA mode to P AH. When the CWS is held will transfer the GA mode to P AH. When the CWS is held
depressed, manual electric pitch trim may be operated without depressed, manual electric pitch trim may be operated without
disengaging the autopilot. disengaging the autopilot.
switch. switch.
8° on the FDI. Selection of the GA Mode when in the APPR or 8° on the FDI. Selection of the GA Mode when in the APPR or
NAV CPLD Mode will disengage the mode and re vert to the FD NAV CPLD Mode will disengage the mode and re vert to the FD
Mode (wings le vel) for lateral steering. The autopilot, if engaged, Mode (wings le vel) for lateral steering. The autopilot, if engaged,
will disengage. GA is disengaged by the use of the CWS switch, will disengage. GA is disengaged by the use of the CWS switch,
Vertical Trim switch, or selection of another Vertical Mode. Vertical Trim switch, or selection of another Vertical Mode.
KI 256 FLIGHT DIRECT OR - This indicator does not ha ve a KI 256 FLIGHT DIRECT OR - This indicator does not ha ve a
warning flag. Ho wever, the Command Bars will be biased out of warning flag. Ho wever, the Command Bars will be biased out of
view whenever the system is in valid or a FD Mode is not engaged. view whenever the system is in valid or a FD Mode is not engaged.
GS - The Glideslope Valid (GS deviation pointers in view) must be GS - The Glideslope Valid (GS deviation pointers in view) must be
presented before GS coupled may occur . If after GS the V alid is presented before GS coupled may occur . If after GS the V alid is
lost, the system will flash the GS Annunciator and transfer from lost, the system will flash the GS Annunciator and transfer from
GS to Pitch Attitude Hold steering information. If the GS V alid GS to Pitch Attitude Hold steering information. If the GS V alid
returns, the system will revert back to GS coupled. returns, the system will revert back to GS coupled.
NAV - The NAV or APPR Modes (ARM or CPLD) may be selected NAV - The NAV or APPR Modes (ARM or CPLD) may be selected
and will function with or without a NAV warning flag. The FDI will and will function with or without a NAV warning flag. The FDI will
continue to provide steering information even when the NAV signal continue to provide steering information even when the NAV signal
is invalid. is invalid.
HDC - The HDG Flag mounted in the KI 525A Pictorial Na vi- HDC - The HDG Flag mounted in the KI 525A Pictorial Na vi-
gation Indicator will be in vie w whenever the following conditions gation Indicator will be in vie w whenever the following conditions
are not met: KI 525A Internal po wer supply and heading serv o are not met: KI 525A Internal po wer supply and heading serv o
loop valid; KG 102A remote D.G. V alid. The HDG Flag also will loop valid; KG 102A remote D.G. V alid. The HDG Flag also will
come into view whenever the pilot manually slaves the remote Gyro. come into view whenever the pilot manually slaves the remote Gyro.
NOTE NOTE
If a HDG In valid (HDG Flag in vie w) occurs If a HDG In valid (HDG Flag in vie w) occurs
with either N AV, APPR or HDG Modes with either N AV, APPR or HDG Modes
selected, the autopilot and/or FD will dis- selected, the autopilot and/or FD will dis-
engage. Basic FD Mode may then be re- engage. Basic FD Mode may then be re-
engaged along with an y Vertical Mode and the engaged along with an y Vertical Mode and the
autopilot. autopilot.
TRIM - The TRIM Warning light, located in the lo wer right corner TRIM - The TRIM Warning light, located in the lo wer right corner
audible w arning whene ver autotrim and or manual electric pitch audible w arning whene ver autotrim and or manual electric pitch
trim failures occur. Trim servo motor running without a command trim failures occur. Trim servo motor running without a command
is monitored for both manual and automatic operations. The trim is monitored for both manual and automatic operations. The trim
servo motor not running when commanded to run and the trim servo motor not running when commanded to run and the trim
servo motor running in the wrong direction are monitored on servo motor running in the wrong direction are monitored on
Autotrim only. The TRIM w arning light should flash 4 to 6 times, Autotrim only. The TRIM w arning light should flash 4 to 6 times,
and the audible w arning sounds when the test switch on the Mode and the audible w arning sounds when the test switch on the Mode
Controller is depressed. Controller is depressed.
AP DISCONNECT ALER TER - The Autopilot Disconnect AP DISCONNECT ALER TER - The Autopilot Disconnect
Alerter will sound an audible w arning for approximately tw o Alerter will sound an audible w arning for approximately tw o
seconds whenever the autopilot engage le ver on the KC 290 Mode seconds whenever the autopilot engage le ver on the KC 290 Mode
Controller is disengaged. Controller is disengaged.
NOTE NOTE
minate when the respecti ve conditions are minate when the respecti ve conditions are
indicated. The switches on the mode selector indicated. The switches on the mode selector
are the push-on, push-off type. When engaged, are the push-on, push-off type. When engaged,
the corresponding Flight Director/Autopilot the corresponding Flight Director/Autopilot
the bottom of the instrument when no flight di- the bottom of the instrument when no flight di-
electric pitch trim feature, and an audible w arning should sound. If electric pitch trim feature, and an audible w arning should sound. If
equipped with the optional KAS 297 altitude preselector the arm equipped with the optional KAS 297 altitude preselector the arm
and alert lights will illuminate and 88,000 will be displayed. and alert lights will illuminate and 88,000 will be displayed.
not run. not run.
(3) Run the trim from stop to stop. The time required is 48 ±9 (3) Run the trim from stop to stop. The time required is 48 ±9
seconds. seconds.
(4) Grasping the manual trim wheel, run the trim both up and (4) Grasping the manual trim wheel, run the trim both up and
down and check the overpower capability. down and check the overpower capability.
down. down.
(7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if (7) Repeat steps 2 and 6, using the optional copilot’s trim switch, if
(c) Engage the Flight Director . Engage the autopilot, and apply force (c) Engage the Flight Director . Engage the autopilot, and apply force
to the controls to determine if the autopilot can be o verpowered. to the controls to determine if the autopilot can be o verpowered.
Depress the CWS switch, and manually mo ve the control column Depress the CWS switch, and manually mo ve the control column
and wheel to the neutral position and release the switch. Check that and wheel to the neutral position and release the switch. Check that
the emergency disconnect switch will disengage the autopilot. the emergency disconnect switch will disengage the autopilot.
(d) Engage the FD and autopilot and put in a pitch (UP) command (d) Engage the FD and autopilot and put in a pitch (UP) command
using the v ertical trim switch on the Mode Controller . Hold the using the v ertical trim switch on the Mode Controller . Hold the
control column to k eep it from mo ving and observ e the autotrim control column to k eep it from mo ving and observ e the autotrim
run in the nose-up direction after approximately three seconds run in the nose-up direction after approximately three seconds
delay. Use the v ertical trim switch and put in a pitch (DN) com- delay. Use the v ertical trim switch and put in a pitch (DN) com-
mand. Hold the control column and observ e the autotrim run in the mand. Hold the control column and observ e the autotrim run in the
nose-down direction after approximately 3 seconds. nose-down direction after approximately 3 seconds.
(e) Engage the HDG mode. Set the HDG bug to command a right turn. (e) Engage the HDG mode. Set the HDG bug to command a right turn.
The control wheel will rotate clockwise. Set the HDG b ug to The control wheel will rotate clockwise. Set the HDG b ug to
command a left turn. The control wheel will rotate counter- command a left turn. The control wheel will rotate counter-
clockwise. clockwise.
CAUTION CAUTION
CAUTION CAUTION
breaker should be pulled and inflight trim breaker should be pulled and inflight trim
accomplished by using the manual pitch trim accomplished by using the manual pitch trim
wheel. wheel.

(1) Engage the FL T DIR mode on the mode controller . The (1) Engage the FL T DIR mode on the mode controller . The
existing pitch attitude and wings le vel information will be existing pitch attitude and wings le vel information will be
retained on the flight command indicator command bars as retained on the flight command indicator command bars as
they are brought into view. they are brought into view.
profile upon disengagement. When in GA Mode, operation of profile upon disengagement. When in GA Mode, operation of
the CWS switch disengages the Mode. the CWS switch disengages the Mode.
(4) The autopilot, together with ya w damper, provides three- axis (4) The autopilot, together with ya w damper, provides three- axis
modes. modes.

flash at least four times and sound the aural alert signal to indicate flash at least four times and sound the aural alert signal to indicate
that the autopilot is disengaged. T o deacti vate the flight director that the autopilot is disengaged. T o deacti vate the flight director
system, depress the FLT DIR switch on the Mode Controller. system, depress the FLT DIR switch on the Mode Controller.
NOTE NOTE
(c) FLIGHT DIRECTOR MODE (FD) (c) FLIGHT DIRECTOR MODE (FD)
The FD mode must be engaged before the autopilot can be en- The FD mode must be engaged before the autopilot can be en-
gaged. The FD mode alone indicates pitch attitude hold and wings gaged. The FD mode alone indicates pitch attitude hold and wings
level. The pilot may choose to fly the FDI commands manually , level. The pilot may choose to fly the FDI commands manually ,
without the autopilot engaged, by depressing the FD mode switch without the autopilot engaged, by depressing the FD mode switch
on the Mode Controller and selecting an y of the other modes he on the Mode Controller and selecting an y of the other modes he
wishes to follo w. When the autopilot is engaged, the airplane will wishes to follo w. When the autopilot is engaged, the airplane will
automatically follo w the FDI commands. The FD may be dis- automatically follo w the FDI commands. The FD may be dis-
engaged by depressing the FD mode switch on the Mode Controller engaged by depressing the FD mode switch on the Mode Controller
at an y time the autopilot is not engaged. FD mode engagement is at an y time the autopilot is not engaged. FD mode engagement is
displayed on the annunciator. displayed on the annunciator.
NOTE NOTE
(d) ALTITUDE HOLD MODE (ALT) (d) ALTITUDE HOLD MODE (ALT)
ALT mode will automatically disengage when glideslope couples ALT mode will automatically disengage when glideslope couples
or the Go-Around switch is depressed. AL T may be turned of f at or the Go-Around switch is depressed. AL T may be turned of f at
any time by depressing the AL T switch. AL T engagement is any time by depressing the AL T switch. AL T engagement is
displayed on the annunciator panel. displayed on the annunciator panel.
NOTE NOTE
297 and illuminate the ARM annunciator in the KAS 297 297 and illuminate the ARM annunciator in the KAS 297
display windo w. As the aircraft approaches the selected altitude, display windo w. As the aircraft approaches the selected altitude,
incompatible modes such as Go-Around will drop OFF , and the incompatible modes such as Go-Around will drop OFF , and the
airplane will be commanded to reduce its climb or descent rate and airplane will be commanded to reduce its climb or descent rate and
automatically engage the ALT mode as the airplane passes through automatically engage the ALT mode as the airplane passes through
the selected altitude. the selected altitude.
tude alert fight in the KAS 297 display window will illuminate when tude alert fight in the KAS 297 display window will illuminate when
entering a band ±1000 feet from the selected altitude. The altitude entering a band ±1000 feet from the selected altitude. The altitude
at initial crossing of the selected altitude and upon lea ving the 300 at initial crossing of the selected altitude and upon lea ving the 300
feet safe band above and below the selected altitude. feet safe band above and below the selected altitude.
(f) HEADING MODE (HDG) (f) HEADING MODE (HDG)

HDG switch on the Mode Controller , and HDG will be displayed HDG switch on the Mode Controller , and HDG will be displayed
on the annunciator panel. The airplane FDI and/or autopilot will on the annunciator panel. The airplane FDI and/or autopilot will
command a turn to the heading selected and hold. The pilot may command a turn to the heading selected and hold. The pilot may
then choose an y new heading by merely setting the b ug on a ne w then choose an y new heading by merely setting the b ug on a ne w
heading. The airplane FDI and/or autopilot will automatically heading. The airplane FDI and/or autopilot will automatically
command a turn in the direction of the ne w setting. T o disengage command a turn in the direction of the ne w setting. T o disengage
the HDG mode, depress the HDG switch on the Mode Controller the HDG mode, depress the HDG switch on the Mode Controller
and observ e that the HDG light goes out on the annunciator . The and observ e that the HDG light goes out on the annunciator . The
HDG mode will automatically disengage when APPR or N AV HDG mode will automatically disengage when APPR or N AV
CPLD is achieved. CPLD is achieved.

HDG or FD mode. N AV may be disengaged by depressing the HDG or FD mode. N AV may be disengaged by depressing the
NAV switch or by engaging HDG when in N AV CPLD or APPR NAV switch or by engaging HDG when in N AV CPLD or APPR
when in NAV CPLD/ARM. when in NAV CPLD/ARM.
CAUTION CAUTION
provide airplane command and/ or control provide airplane command and/ or control
in view). in view).
(h) APPROACH MODE (APPR) (h) APPROACH MODE (APPR)

Controller. The annunciator will indicate APPR ARM until the Controller. The annunciator will indicate APPR ARM until the
course is intercepted, unless the APPR switch is engaged with the course is intercepted, unless the APPR switch is engaged with the
tion, the mode will go directly to APPR CPLD as displayed on the tion, the mode will go directly to APPR CPLD as displayed on the
annunciator panel. The system can intercept at an y angle up to 90° annunciator panel. The system can intercept at an y angle up to 90°
and will al ways turn to ward the course pointer . See approach and will al ways turn to ward the course pointer . See approach
procedure for more detail. APPR mode can be disengaged by procedure for more detail. APPR mode can be disengaged by
engaging HDG or N AV when in APPR CPLD. The annunciator engaging HDG or N AV when in APPR CPLD. The annunciator
panel indicates the status of the approach mode. panel indicates the status of the approach mode.
CAUTION CAUTION
(i) BACK COURSE MODE (BC) (i) BACK COURSE MODE (BC)
For BC operation, proceed as for normal approach mode, b ut For BC operation, proceed as for normal approach mode, b ut
engage BC after selecting APPR. The BC mode reverses the signals engage BC after selecting APPR. The BC mode reverses the signals
in the computer and cannot be engaged without a LOC frequenc y in the computer and cannot be engaged without a LOC frequenc y
selected. BC status is indicated on the annunciator panel. BC mode selected. BC status is indicated on the annunciator panel. BC mode
can be disengaged by depressing either the BC, APPR, or Go- can be disengaged by depressing either the BC, APPR, or Go-
Around switches, or by selecting other than a LOC frequenc y on Around switches, or by selecting other than a LOC frequenc y on
the NAV receiver. the NAV receiver.
9-71 9-71
(k) GO-AROUND MODE (GA) (k) GO-AROUND MODE (GA)

8° climb. The autopilot, if engaged, will disengage. Go-Around 8° climb. The autopilot, if engaged, will disengage. Go-Around
will cancel all other v ertical modes as well as APPR OACH or NAV will cancel all other v ertical modes as well as APPR OACH or NAV
CPLD. CPLD.
DAMP on. DAMP on.

radial and engage HDG and autopilot (maximum recom- radial and engage HDG and autopilot (maximum recom-
mended intercept angle is 90°). mended intercept angle is 90°).
will remain on HDG as indicated on the annunciator panel and will remain on HDG as indicated on the annunciator panel and
in ARM on the N AV mode. When the airplane approaches the in ARM on the N AV mode. When the airplane approaches the
beam, the system will automatically couple and track in N AV beam, the system will automatically couple and track in N AV
mode and indicate CPLD on the annunciator panel. mode and indicate CPLD on the annunciator panel.
the HDG mode for course changes in the cone area is recom- the HDG mode for course changes in the cone area is recom-
mended . mended .
9-72 9-72

(4) Engage APPR and note APPR ARM on the annunciator (4) Engage APPR and note APPR ARM on the annunciator
panel. panel.
(5) When the airplane approaches the beam, APPR will couple, (5) When the airplane approaches the beam, APPR will couple,
HDG will decouple, the FDI and/or autopilot will gi ve com- HDG will decouple, the FDI and/or autopilot will gi ve com-
mands to track LOC or V OR, and CPLD will illuminate on mands to track LOC or V OR, and CPLD will illuminate on
the annunciator panel. the annunciator panel.
couple automatically and indicate GS on the annunciator couple automatically and indicate GS on the annunciator
panel. If ALT was engaged prior to intercepting the glideslope, panel. If ALT was engaged prior to intercepting the glideslope,
it will automatically disengage when GS couples. Airplane FDI it will automatically disengage when GS couples. Airplane FDI
and/ or autopilot will no w provide command to track LOC and and/ or autopilot will no w provide command to track LOC and
Glideslope. Adjust throttles to control speed on descent. Set Glideslope. Adjust throttles to control speed on descent. Set
HDG bug for missed approach, but do not engage HDG. HDG bug for missed approach, but do not engage HDG.
(7) When middle mark er signal is recei ved, system will auto- (7) When middle mark er signal is recei ved, system will auto-
NOTE NOTE
APPROACH CPLD will reduce the flight APPROACH CPLD will reduce the flight
control system gains. If this should occur , the control system gains. If this should occur , the

a. Landing: Disengage autopilot and land. a. Landing: Disengage autopilot and land.
b. Missed Approach: Depressing the GA switch located on b. Missed Approach: Depressing the GA switch located on
the left engine throttle, apply full po wer, retract gear and the left engine throttle, apply full po wer, retract gear and
flaps. The autopilot, if engaged, will disengage. APPR flaps. The autopilot, if engaged, will disengage. APPR
may be engaged for a straighta way missed approach, or may be engaged for a straighta way missed approach, or
HDG may be engaged to turn to the missed approach HDG may be engaged to turn to the missed approach
heading. After the go-around attitude has been established heading. After the go-around attitude has been established
and the airplane has been trimmed, the autopilot may be and the airplane has been trimmed, the autopilot may be
re-engaged. re-engaged.
9-73 9-73

Same as front course e xcept that BC is engaged after APPR is Same as front course e xcept that BC is engaged after APPR is
engaged, and the airplane must be set for descent manually by engaged, and the airplane must be set for descent manually by
holding the v ertical trim switch DN on the Mode Controller , if in holding the v ertical trim switch DN on the Mode Controller , if in
ALT HOLD, or by establishing the desired Pitch Angle using the ALT HOLD, or by establishing the desired Pitch Angle using the
CWS Interrupt switch, or vertical trim switch if in PAH. CWS Interrupt switch, or vertical trim switch if in PAH.

the APPR CPLD and US annunciators to momentarily flash when the APPR CPLD and US annunciators to momentarily flash when
the respecti ve mode is f irst coupled, since the system is not yet the respecti ve mode is f irst coupled, since the system is not yet
stabilized on the beam. stabilized on the beam.
(Aircraft Serial Numbers 31T-8104001 And Up) (Aircraft Serial Numbers 31T-8104001 And Up)
ation of the airplane, when the optional King KFC 250 Automatic Flight ation of the airplane, when the optional King KFC 250 Automatic Flight
The KFC 250 System may be operated as a Fight Director alone, with The KFC 250 System may be operated as a Fight Director alone, with
airplane to satisfy the Flight Director commands. W ith the Autopilot mode airplane to satisfy the Flight Director commands. W ith the Autopilot mode
engaged, control is pro vided by the pitch and roll ax es. The yaw axis gives engaged, control is pro vided by the pitch and roll ax es. The yaw axis gives
turn coordination as well as ya w damping and stabilization whene ver the turn coordination as well as ya w damping and stabilization whene ver the
Yaw Damp mode is engaged. Yaw Damp mode is engaged.
The electric trim system installed in the airplane is controlled by pilot The electric trim system installed in the airplane is controlled by pilot
operation of the control wheel mounted trim switch. When the Autopilot operation of the control wheel mounted trim switch. When the Autopilot
mode is engaged, automatic pitch trimming is pro vided to relie ve elevator mode is engaged, automatic pitch trimming is pro vided to relie ve elevator
servo loads and to ensure a smooth transition from autopilot to pilot servo loads and to ensure a smooth transition from autopilot to pilot
operation of the airplane upon autopilot disengagement. operation of the airplane upon autopilot disengagement.
ALERT Altitude Warning Annunciation ALERT Altitude Warning Annunciation

ALT/ALT HOLD Altitude or Altitude Hold ALT/ALT HOLD Altitude or Altitude Hold
ALT ARM Armed to capture selected altitude ALT ARM Armed to capture selected altitude
AP/AUTOPILOT Autopilot AP/AUTOPILOT Autopilot
ARM System Armed for Capture ARM System Armed for Capture
BC/BACK CRS Back Course BC/BACK CRS Back Course
FD/FLT DIR Flight Director FD/FLT DIR Flight Director
GO-AROUND Missed approach GO-AROUND Missed approach
GS CPLD Glide Slope Coupled GS CPLD Glide Slope Coupled
HDG/HDG SEL Heading Select HDG/HDG SEL Heading Select
LOC Localizer LOC Localizer
YD Yaw Damp YD Yaw Damp
with seat belt f astened. Autopilot operation is limited to the left with seat belt f astened. Autopilot operation is limited to the left
pilot’s position only unless equipped with optional copilot’ s pilot’s position only unless equipped with optional copilot’ s
switches. switches.
landing. landing.
(c) The system is appro ved for Cate gory I operation only (Approach (c) The system is appro ved for Cate gory I operation only (Approach
mode selected). mode selected).

(e) The pitch trim f ault monitor system must be preflight tested (e) The pitch trim f ault monitor system must be preflight tested
operational prior to flight. operational prior to flight.
(f) Fuel balance should be maintained for all autopilot operations. (f) Fuel balance should be maintained for all autopilot operations.
(g) Autopilot coupled single-engine GO-AROUND is prohibited. (g) Autopilot coupled single-engine GO-AROUND is prohibited.
(h) Autopilot attitude command limits: (h) Autopilot attitude command limits:
Yaw N/A Yaw N/A
NOTE NOTE
In accordance with F AA recommendation, use In accordance with F AA recommendation, use

of Altitude Hold mode is not recommended of Altitude Hold mode is not recommended
during operation in severe turbulence. during operation in severe turbulence.
(i) Placards: (i) Placards:

Below the PNI on the pilot’s instrument panel: Below the PNI on the pilot’s instrument panel:

On the left horn of pilot’s control wheel: On the left horn of pilot’s control wheel:
SYNC SYNC
AP DISC/TRIM INTERRUPT AP DISC/TRIM INTERRUPT
(a) AUTOPILOT MALFUNCTION (a) AUTOPILOT MALFUNCTION

Emergency Disengagement of AP - Hold the Control Wheel f irmly Emergency Disengagement of AP - Hold the Control Wheel f irmly
and press the AP DISC/TRIM INTERRUPT switch. and press the AP DISC/TRIM INTERRUPT switch.
(b) ELECTRIC TRIM MALFUNCTION (either manual electric or (b) ELECTRIC TRIM MALFUNCTION (either manual electric or
autotrim) autotrim)
(1) AP DISC/TRIM INTERR UPT switch - Press and hold do wn (1) AP DISC/TRIM INTERR UPT switch - Press and hold do wn
until recovery can be made. until recovery can be made.
(2) AP-FD/AVIONICS Master switch - OFF. (2) AP-FD/AVIONICS Master switch - OFF.
(3) Aircraft - Manually retrim. (3) Aircraft - Manually retrim.

(4) Trim circuit breaker - Pull. (4) Trim circuit breaker - Pull.
(5) AP-FD/AVIONICS Master switch - ON. (5) AP-FD/AVIONICS Master switch - ON.
CAUTIONS CAUTIONS
When disconnecting the autopilot after a trim When disconnecting the autopilot after a trim
malfunction, hold the control wheel f irmly. Up malfunction, hold the control wheel f irmly. Up
to 45 pounds of force on the control wheel may to 45 pounds of force on the control wheel may
be necessary to hold the aircraft level. be necessary to hold the aircraft level.
the control wheel, and will ultimately o ver- the control wheel, and will ultimately o ver-
50 pounds to maintain the desired airplane 50 pounds to maintain the desired airplane
attitude. The pilot will ha ve to maintain this attitude. The pilot will ha ve to maintain this
control force while he manually retrims the control force while he manually retrims the
airplane. airplane.
(c) ENGINE FAILURE (Coupled) (c) ENGINE FAILURE (Coupled)

(1) Disengage AP and YD. (1) Disengage AP and YD.
(2) Follow basic Airplane Flight Manual engine inoperati ve (2) Follow basic Airplane Flight Manual engine inoperati ve
procedures. procedures.
prior to engaging autopilot for engine inoperati ve procedures. prior to engaging autopilot for engine inoperati ve procedures.
CAUTION CAUTION
(d) AUTOPILOT DISENGAGEMENT (d) AUTOPILOT DISENGAGEMENT

(1) The Autopilot/Yaw Damper can be manually disengaged by (1) The Autopilot/Yaw Damper can be manually disengaged by
any of the following methods: any of the following methods:
a. Press the A/P DISC/TRIM INTERR UPT switch on the a. Press the A/P DISC/TRIM INTERR UPT switch on the
pilot’s control wheel. pilot’s control wheel.
b. By use of the Autopilot/Yaw Damper ON-OFF switch. b. By use of the Autopilot/Yaw Damper ON-OFF switch.
c. Engage the Go-Around mode. (Y aw Damper will remain c. Engage the Go-Around mode. (Y aw Damper will remain
on.) on.)
d. Pull the AP/FD circuit breakers out (OFF). d. Pull the AP/FD circuit breakers out (OFF).
e. Turn off the AP-FD/Avionics Master switch. e. Turn off the AP-FD/Avionics Master switch.
f. Operate manual electric trim switch UP or DN. (Y aw f. Operate manual electric trim switch UP or DN. (Y aw
Damper will remain engaged.) Damper will remain engaged.)
(2) The follo wing conditions will cause the Autopilot/ Y aw (2) The follo wing conditions will cause the Autopilot/ Y aw
Damper to automatically disengage: Damper to automatically disengage:
a. Power failure. a. Power failure.
b. Internal Flight Control System failure. b. Internal Flight Control System failure.
c. With the KCS 305 compass system, a loss of compass v alid c. With the KCS 305 compass system, a loss of compass v alid
(displaying COMPASS flag) disengages the Autopilot and (displaying COMPASS flag) disengages the Autopilot and
Flight Director when a mode using heading information is Flight Director when a mode using heading information is
engaged. With the COMP ASS flag present only FL T DIR engaged. With the COMP ASS flag present only FL T DIR
and vertical modes can be selected. and vertical modes can be selected.
(e) MAXIMUM AL TITUDE LOSSES DUE T O A UTOPILOT (e) MAXIMUM AL TITUDE LOSSES DUE T O A UTOPILOT
MALFUNCTION MALFUNCTION
(1) Cruise, Climb, Descent 500 Feet (1) Cruise, Climb, Descent 500 Feet
(2) Maneuvering 100 Feet (2) Maneuvering 100 Feet
(3) APPR 60 Feet (3) APPR 60 Feet
(4) SE APPR 70 Feet (4) SE APPR 70 Feet
(a) FLIGHT CONTR OL SYSTEM CIRCUIT BREAKERS AND (a) FLIGHT CONTR OL SYSTEM CIRCUIT BREAKERS AND
POWER SWITCHES POWER SWITCHES
(1) The airplane B ATTERY MASTER switch function is un- (1) The airplane B ATTERY MASTER switch function is un-
changed. changed.
(2) The AP-FD/ Avionics Master switch supplies power to the bus (2) The AP-FD/ Avionics Master switch supplies power to the bus
bar of the AP/FD, TRIM, and AL T PRESEL, if installed, bar of the AP/FD, TRIM, and AL T PRESEL, if installed,
circuit breakers. This switch should be OFF during engine start circuit breakers. This switch should be OFF during engine start
up or shutdown. up or shutdown.
9-79 9-79
(3) The KFC 250 System is controlled by the follo wing circuit (3) The KFC 250 System is controlled by the follo wing circuit
breakers: breakers:
AUTOPILOT/FLIGHT DIRECT OR (AP/FD) - This AUTOPILOT/FLIGHT DIRECT OR (AP/FD) - This

supplies 28 VDC po wer to the FCS KCP 299 Computer , supplies 28 VDC po wer to the FCS KCP 299 Computer ,
KC 290 Mode Controller , KAP 315 Annunciator P anel, KC 290 Mode Controller , KAP 315 Annunciator P anel,
KC 291 Yaw Controller, and Autopilot Pitch, Roll and Y aw KC 291 Yaw Controller, and Autopilot Pitch, Roll and Y aw
Servos. Servos.
COMP. SYSTEM (COMP ASS #1) - This supplies 115 V AC COMP. SYSTEM (COMP ASS #1) - This supplies 115 V AC
power to the KSG 305 Compass System. power to the KSG 305 Compass System.
ELECTRIC TRIM (ELECT TRIM) - This supplies po wer to ELECTRIC TRIM (ELECT TRIM) - This supplies po wer to
the FCS autotrim and manual electric pitch trim systems. the FCS autotrim and manual electric pitch trim systems.
ATTITUDE GYR O (ATT GYR O) - This supplies 115 V AC ATTITUDE GYR O (ATT GYR O) - This supplies 115 V AC
power to the remote Vertical Gyro. power to the remote Vertical Gyro.
ALTITUDE PRESELECT (AL T PRESEL) - This supplies ALTITUDE PRESELECT (AL T PRESEL) - This supplies
28 VDC to the optional KAS 297 Altitude Selector. 28 VDC to the optional KAS 297 Altitude Selector.
YAW RATE GYRO (YAW GYRO) - This supplies 26 V AC YAW RATE GYRO (YAW GYRO) - This supplies 26 V AC
power to the remote Yaw Rate Gyro. power to the remote Yaw Rate Gyro.
AU TO P I L OT / F L I G H T D I R E C T O R B U S T I E ( A P / F D AU TO P I L OT / F L I G H T D I R E C T O R B U S T I E ( A P / F D
BUS TIE) - This circuit break er supplies 28 VDC po wer to the BUS TIE) - This circuit break er supplies 28 VDC po wer to the
AP/FD, TRIM and ALT PRESEL circuit breakers. AP/FD, TRIM and ALT PRESEL circuit breakers.
GYRO/INV (INVERTERS #1, #2) - These circuit break ers GYRO/INV (INVERTERS #1, #2) - These circuit break ers
supply power to the airplane In verters. Either In verter may be supply power to the airplane In verters. Either In verter may be
used to po wer the Flight Control System through use of the used to po wer the Flight Control System through use of the
Gyro/Inv Inverter Power Transfer switch and Gyro/Inv Inverter Gyro/Inv Inverter Power Transfer switch and Gyro/Inv Inverter
Bus Tie. Bus Tie.
ENCODING ALTIMETER (ENCODING AL T) - This circuit ENCODING ALTIMETER (ENCODING AL T) - This circuit
breaker supplies power to the pilot’s encoding altimeter. breaker supplies power to the pilot’s encoding altimeter.
9-80 9-80
(b) FLIGHT CONTR OL SYSTEM W ARNING FLA GS AND (b) FLIGHT CONTR OL SYSTEM W ARNING FLA GS AND
ANNUNCIATORS ANNUNCIATORS
COMPASS -The COMP ASS flag is displayed in the KPI 552/553 COMPASS -The COMP ASS flag is displayed in the KPI 552/553
Pictorial Navigation Indicator. This flag will be in vie w whenever Pictorial Navigation Indicator. This flag will be in vie w whenever
the Compass System internal po wer supply, heading servo loop, or the Compass System internal po wer supply, heading servo loop, or
Remote Directional Gyro are invalid . The COMPASS flag will also Remote Directional Gyro are invalid . The COMPASS flag will also
be in view when the Compass System is manually slaved. be in view when the Compass System is manually slaved.
NOTE NOTE
If the Compass flag comes into vie w with If the Compass flag comes into vie w with
either the N AV, APPR, or HDG SEL mode either the N AV, APPR, or HDG SEL mode
selected, the Autopilot and Flight Director will selected, the Autopilot and Flight Director will
disengage. W ith a Compass flag present, the disengage. W ith a Compass flag present, the
FLT DIR mode along with an y v ertical mode FLT DIR mode along with an y v ertical mode
and the Autopilot may be engaged. and the Autopilot may be engaged.
NAV - The NAV flag, located in the KPI 552 PNI, indicates that an NAV - The NAV flag, located in the KPI 552 PNI, indicates that an
unusable localizer or V OR signal is being recei ved. The N AV or unusable localizer or V OR signal is being recei ved. The N AV or
APPR mode may be selected and will pro vide steering information APPR mode may be selected and will pro vide steering information
with the NAV flag in view (invalid NAV signal). with the NAV flag in view (invalid NAV signal).
GS OFF - The GS OFF flag, located in the KPI 552 PNI, indicates a GS OFF - The GS OFF flag, located in the KPI 552 PNI, indicates a
usable or valid glide slope signal whenever it is out of vie w. The flag usable or valid glide slope signal whenever it is out of vie w. The flag
must be out of vie w for the GS CPLD mode to engage. W ith GS must be out of vie w for the GS CPLD mode to engage. W ith GS
CPLD a loss of glide slope v alid is indicated by the GS light in the CPLD a loss of glide slope v alid is indicated by the GS light in the
KAP 315 Annunciator Panel flashing at least six times. KAP 315 Annunciator Panel flashing at least six times.
TRIM - The TRIM w arning light, located in the lo wer right corner TRIM - The TRIM w arning light, located in the lo wer right corner
electric pitch trim f ailures occur. The trim serv o motor running electric pitch trim f ailures occur. The trim serv o motor running
without a command, the trim serv o motor not running when without a command, the trim serv o motor not running when
commanded to run and the trim serv o motor running the wrong commanded to run and the trim serv o motor running the wrong
direction. The TRIM w arning light should flash at least four times direction. The TRIM w arning light should flash at least four times
and the audible w arning sound when the test switch on the Mode and the audible w arning sound when the test switch on the Mode
Controller is depressed. Controller is depressed.
9-81 9-81
AP DISCONNECT ALER T - The Autopilot Disconnect Alert will AP DISCONNECT ALER T - The Autopilot Disconnect Alert will
sound an audible w arning for approximately tw o seconds and the sound an audible w arning for approximately tw o seconds and the
autopilot annunciator lamp on the KAP 315 will flash whene ver the autopilot annunciator lamp on the KAP 315 will flash whene ver the
Autopilot engage le ver on the KC 290 Mode Controller is dis- Autopilot engage le ver on the KC 290 Mode Controller is dis-
engaged. engaged.
ARM/ALERT (Optional) - The Arm light, located in the optional ARM/ALERT (Optional) - The Arm light, located in the optional
KAS 297 Altitude selector enunciate selection of the Altitude KAS 297 Altitude selector enunciate selection of the Altitude
Arm mode. The Alert light will annunciate and an audible w arning Arm mode. The Alert light will annunciate and an audible w arning
sound upon crossing the selected altitude, or when the pre- sound upon crossing the selected altitude, or when the pre-
determined SAFE band is e xceeded after reaching the selected determined SAFE band is e xceeded after reaching the selected
altitude. altitude.
OFF (Encoding Altimeter) - The OFF flag, mounted in the pilot’ s OFF (Encoding Altimeter) - The OFF flag, mounted in the pilot’ s
Encoding Altimeter, indicates that an invalid condition is present in Encoding Altimeter, indicates that an invalid condition is present in
the altimeter. Without an Altimeter v alid (OFF flag out of vie w), the altimeter. Without an Altimeter v alid (OFF flag out of vie w),
operation of the optional KAS 297 Altitude Selector is inhibited. operation of the optional KAS 297 Altitude Selector is inhibited.
NOTE NOTE
own annunciator panel which is located on the own annunciator panel which is located on the
instrument panel. The modes and indications instrument panel. The modes and indications
given on the annunciator panel are placarded given on the annunciator panel are placarded
on the f ace of the lenses and illuminate when on the f ace of the lenses and illuminate when
the respecti ve conditions are indicated. The the respecti ve conditions are indicated. The
switches on the mode selector are the push-on, switches on the mode selector are the push-on,
push-off type. When engaged, the correspond- push-off type. When engaged, the correspond-
ing Flight Director/ Autopilot annunciator ing Flight Director/ Autopilot annunciator
flight illuminates. The V -bars on the flight flight illuminates. The V -bars on the flight
director indicator will disappear to the top of director indicator will disappear to the top of
the instrument when a flight director mode is the instrument when a flight director mode is
not engaged. The V-bars must be in view before not engaged. The V-bars must be in view before
the autopilot can be engaged. the autopilot can be engaged.
9-82 9-82
(c) PILOT’S CONTROL WHEEL AND THR OTTLE SWITCH (c) PILOT’S CONTROL WHEEL AND THR OTTLE SWITCH
FUNCTIONS FUNCTIONS
A/P DISC TRIM INTERR UPT - This emer gency disconnect A/P DISC TRIM INTERR UPT - This emer gency disconnect
switch is located on the outside horn of the pilot’ s and copilot’ s switch is located on the outside horn of the pilot’ s and copilot’ s
control wheel. Operation of the switch will disengage the Autopilot, control wheel. Operation of the switch will disengage the Autopilot,
Yaw Damper, and all Flight Director modes, and remo ve all po wer Yaw Damper, and all Flight Director modes, and remo ve all po wer
from the electric trim system. from the electric trim system.
SYNC - The SYNC switch will engage the FLT DIR mode if Flight SYNC - The SYNC switch will engage the FLT DIR mode if Flight
Director is not pre viously engaged. If Flight Director is engaged, Director is not pre viously engaged. If Flight Director is engaged,
the SYNC switch automatically synchronizes the Flight Director/ the SYNC switch automatically synchronizes the Flight Director/
Autopilot to the pitch attitude present when the switch is pressed Autopilot to the pitch attitude present when the switch is pressed
and released, or to the present altitude if the AL T Hold mode is and released, or to the present altitude if the AL T Hold mode is
engaged. Operation of the SYNC switch, if in Go-Around mode, engaged. Operation of the SYNC switch, if in Go-Around mode,
transfers the system from Go-Around mode to P AH. Depressing transfers the system from Go-Around mode to P AH. Depressing
and holding the switch disengages the Autopilot serv os, allo wing and holding the switch disengages the Autopilot serv os, allo wing
the pilot to manually fly the airplane. When the switch is released, the pilot to manually fly the airplane. When the switch is released,
the Autopilot will resume the previous mode program. the Autopilot will resume the previous mode program.
TRIM DN/UP - A dual action type manual electric trim switch is TRIM DN/UP - A dual action type manual electric trim switch is
located on the pilot’s and copilot’s control wheel. Both portions of located on the pilot’s and copilot’s control wheel. Both portions of
the switch must be mo ved simultaneously to actuate trim com- the switch must be mo ved simultaneously to actuate trim com-
mands. Use of the left portion of the switch will disengage the mands. Use of the left portion of the switch will disengage the
Autopilot and Yaw Damp modes while lea ving the Flight Director Autopilot and Yaw Damp modes while lea ving the Flight Director
engaged. engaged.
GO-AROUND - The Go-Around switch is located on the left GO-AROUND - The Go-Around switch is located on the left
throttle. Go-Around mode disengages the autopilot and APPR and throttle. Go-Around mode disengages the autopilot and APPR and
NAV CPLD modes if engaged, while commanding a f ixed pitch up NAV CPLD modes if engaged, while commanding a f ixed pitch up
attitude of eight de grees as indicated on the Flight Command attitude of eight de grees as indicated on the Flight Command
Indicator. The Autopilot and an y lateral mode may be engaged Indicator. The Autopilot and an y lateral mode may be engaged
after the Go-Around attitude has been manually established. after the Go-Around attitude has been manually established.
Initiation of any other vertical mode cancels Go-Around. Initiation of any other vertical mode cancels Go-Around.
9-83 9-83
(d) AUTOPILOT TEST SWITCHES (d) AUTOPILOT TEST SWITCHES
TRIM TEST - Located in the center portion of the pilot’ s instru- TRIM TEST - Located in the center portion of the pilot’ s instru-
ment panel. This push button switch is used to test the manual trim ment panel. This push button switch is used to test the manual trim
monitoring circuits. If the manual electric trim is run either up or monitoring circuits. If the manual electric trim is run either up or
down while the TRIM TEST b utton is depressed the trim w arning down while the TRIM TEST b utton is depressed the trim w arning
light on the Mode Annunciator should illuminate and an aural tone light on the Mode Annunciator should illuminate and an aural tone
sound. sound.
KCI 310 (TEST) - Located in the lo wer left corner of the KCI 310 KCI 310 (TEST) - Located in the lo wer left corner of the KCI 310
Flight Control Indicator . When pressed this switch should cause Flight Control Indicator . When pressed this switch should cause
the horizon indicator to display a 10° nose up, 10° right bank the horizon indicator to display a 10° nose up, 10° right bank
attitude. attitude.
(e) SYSTEM CHECK (e) SYSTEM CHECK
(l) Verify that all KFC 250 System circuit breakers are in. (l) Verify that all KFC 250 System circuit breakers are in.
(2) With both engines running and po wer applied to the system, (2) With both engines running and po wer applied to the system,
allow three to four minutes for initial system w armup and for allow three to four minutes for initial system w armup and for
the gyros to come up to speed. the gyros to come up to speed.
(3) Preflight (steps a. through c. perform prior to each flight). (3) Preflight (steps a. through c. perform prior to each flight).
a. Verify that all modes are disengaged and depress the test a. Verify that all modes are disengaged and depress the test
button on the Mode Controller and hold. All KFC 250 button on the Mode Controller and hold. All KFC 250
System mode annunciators should illuminate, including System mode annunciators should illuminate, including
the YD ON light, and the mark er lights on the KAP 315. the YD ON light, and the mark er lights on the KAP 315.
The ARM and Alert lights in the optional KAS 297 The ARM and Alert lights in the optional KAS 297
Altitude Selector, if present, should also annunciate. In Altitude Selector, if present, should also annunciate. In
addition, the red trim f ailure light in the annunciator panel addition, the red trim f ailure light in the annunciator panel
should flash at least four b ut not more than six times and should flash at least four b ut not more than six times and
be accompanied by an aural alert to indicate correct trim be accompanied by an aural alert to indicate correct trim
monitoring. monitoring.
b. With the autopilot disengaged, run the follo wing manual b. With the autopilot disengaged, run the follo wing manual
electric pitch trim checks: electric pitch trim checks:
1. Actuate the left side of the pilot’ s trim switch to the 1. Actuate the left side of the pilot’ s trim switch to the
fore and aft positions. The trim solenoid should fore and aft positions. The trim solenoid should
engage, but the trim should not run. Solenoid engage- engage, but the trim should not run. Solenoid engage-
ment is recognized as an increase in the force required ment is recognized as an increase in the force required
to move the pitch trim wheel. to move the pitch trim wheel.
2. Actuate the right side of the pilot’ s trim switch to the 2. Actuate the right side of the pilot’ s trim switch to the
fore and aft positions. The trim solenoid should not fore and aft positions. The trim solenoid should not
engage and the trim should not run. engage and the trim should not run.
3. Grasping the manual trim wheel, run the electric trim 3. Grasping the manual trim wheel, run the electric trim
in both the up and do wn directions and check the in both the up and do wn directions and check the
overpower capability. overpower capability.
9-84 9-84
4. Depress and hold the trim test switch on the pilot’ s 4. Depress and hold the trim test switch on the pilot’ s
panel and run the manual trim both up and do wn using panel and run the manual trim both up and do wn using
the pilot’s trim switch. The trim w arning light will the pilot’s trim switch. The trim w arning light will
illuminate and the warning horn will sound. illuminate and the warning horn will sound.
5. Press the AP DISC/TRIM INTERRUPT switch down 5. Press the AP DISC/TRIM INTERRUPT switch down
and hold. The manual electric pitch trim will not and hold. The manual electric pitch trim will not
operate either up or down. operate either up or down.
c. Engage the FL T DIR and autopilot modes. Depress the c. Engage the FL T DIR and autopilot modes. Depress the
SYNC switch, manually mo ve the control column and SYNC switch, manually mo ve the control column and
wheel to the neutral position, and release the switch. Apply wheel to the neutral position, and release the switch. Apply
force to all ax es and determine that the autopilot can be force to all ax es and determine that the autopilot can be
overpowered. Disengage the AP using AP DISC/TRIM overpowered. Disengage the AP using AP DISC/TRIM
INTERRUPT switch and set manual trim for takeoff. INTERRUPT switch and set manual trim for takeoff.
(4) Daily check (must be performed prior to first flight each day). (4) Daily check (must be performed prior to first flight each day).
a. With the FL T DIR and autopilot modes engaged, insert a a. With the FL T DIR and autopilot modes engaged, insert a
pitch up command using the v ertical trim switch on the pitch up command using the v ertical trim switch on the
KC 290 Mode Controller. Hold the control column to k eep KC 290 Mode Controller. Hold the control column to k eep
it from mo ving and observ e the autotrim runs in the nose it from mo ving and observ e the autotrim runs in the nose
up direction after a three second delay . Press the SYNC up direction after a three second delay . Press the SYNC
switch momentarily and repeat this test for a nose do wn switch momentarily and repeat this test for a nose do wn
trim command. The autotrim will run in a nose do wn trim command. The autotrim will run in a nose do wn
direction after approximately three seconds delay. direction after approximately three seconds delay.
b. Depress the SYNC switch and center the control wheel in b. Depress the SYNC switch and center the control wheel in
roll. Release the switch and engage the HDG SEL mode. roll. Release the switch and engage the HDG SEL mode.
Set the HDG b ug on the KPI 552 Pictorial Na vigation Set the HDG b ug on the KPI 552 Pictorial Na vigation
Indicator to command a right turn; the control wheel will Indicator to command a right turn; the control wheel will
rotate clockwise. Repeat the procedure for a left heading rotate clockwise. Repeat the procedure for a left heading
command; the control wheel will rotate counterclockwise. command; the control wheel will rotate counterclockwise.
Disengage the autopilot and night director. Disengage the autopilot and night director.
c. Run manual electric trim from full nose up to full nose c. Run manual electric trim from full nose up to full nose
down. Time required should be 48 ±9 seconds. down. Time required should be 48 ±9 seconds.
CAUTION CAUTION
Operation of the autopilot on the ground may Operation of the autopilot on the ground may
cause the autotrim to run because of back force cause the autotrim to run because of back force
generated by ele vator do wnsprings or pilot generated by ele vator do wnsprings or pilot
induced forces. Therefore, disengage the auto- induced forces. Therefore, disengage the auto-
pilot and check that the airplane manual pitch pilot and check that the airplane manual pitch
trim is in the takeoff position prior to takeoff. trim is in the takeoff position prior to takeoff.
9-85 9-85
d. If autopilot f ails preflight tests AP/FD circuit break er d. If autopilot f ails preflight tests AP/FD circuit break er
should be pulled. Manual electric trim may still be used. should be pulled. Manual electric trim may still be used.
If electric trim f ails preflight test ELECT TRIM circuit If electric trim f ails preflight test ELECT TRIM circuit
breaker should be pulled and neither Electric T rim or breaker should be pulled and neither Electric T rim or
autopilot should be used. autopilot should be used.
CAUTION CAUTION
If the autopilot circuit break er is pulled, the red If the autopilot circuit break er is pulled, the red
TRIM f ailure light on the annunciator panel TRIM f ailure light on the annunciator panel
will be disabled and only the audible w arning will be disabled and only the audible w arning
will sound if an electric trim malfunction will sound if an electric trim malfunction
should occur. In this e vent, the ELECT TRIM should occur. In this e vent, the ELECT TRIM
circuit breaker should be pulled and the inflight circuit breaker should be pulled and the inflight
trim accomplished by using the manual pitch trim accomplished by using the manual pitch
trim wheel. trim wheel.
(f) INFLIGHT OPERATION (f) INFLIGHT OPERATION
(1) ENGAGE PROCEDURE (1) ENGAGE PROCEDURE

Select the FLT DIR mode; the e xisting pitch attitude and wings Select the FLT DIR mode; the e xisting pitch attitude and wings
level information will be retained in the flight director and level information will be retained in the flight director and
displayed on the command “V” bars as the y are brought into displayed on the command “V” bars as the y are brought into
view. With the COMP ASS flag out of vie w, an y lateral or view. With the COMP ASS flag out of vie w, an y lateral or
vertical mode may be engaged, and command information vertical mode may be engaged, and command information
will be presented on the flight director Indicator (KCI 310). will be presented on the flight director Indicator (KCI 310).
Engage the autopilot mode using the AP engage le ver on the Engage the autopilot mode using the AP engage le ver on the
KC 290 Mode Controller . Autopilot action is al ways in KC 290 Mode Controller . Autopilot action is al ways in
response to flight director commands. A soft engage circuit response to flight director commands. A soft engage circuit
is utilized to alleviate abrupt control transients when the auto- is utilized to alleviate abrupt control transients when the auto-
pilot is initially engaged. The Y aw Damp mode will autopilot is initially engaged. The Y aw Damp mode will auto-
matically engage with the autopilot mode. matically engage with the autopilot mode.
CAUTION CAUTION
Avoid engaging the autopilot into lar ge, Avoid engaging the autopilot into lar ge,
unsatisfied flight director commands as dis- unsatisfied flight director commands as dis-
played on the KCI 310, or lar ge airplane played on the KCI 310, or lar ge airplane
mistrim conditions in any axis. mistrim conditions in any axis.
9-86 9-86
(2) DISENGAGE PROCEDURE (2) DISENGAGE PROCEDURE

Monitor the night director command bars to check for an y Monitor the night director command bars to check for an y
unsatisfied autopilot commands or a possible pitch mistrim. unsatisfied autopilot commands or a possible pitch mistrim.
While holding the control wheel, disengage the autopilot by While holding the control wheel, disengage the autopilot by
one of the follo wing methods: depressing the pilot’ s A/P one of the follo wing methods: depressing the pilot’ s A/P
DISC/TRIM INTERR UPT switch; operating the manual DISC/TRIM INTERR UPT switch; operating the manual
electric trim switch; or operating the AP engage le ver on the electric trim switch; or operating the AP engage le ver on the
Mode Controller. The Y aw Damp mode will disengage with Mode Controller. The Y aw Damp mode will disengage with
the AP mode when the A/P DISC/TRIM INTERR UPT the AP mode when the A/P DISC/TRIM INTERR UPT
switch is depressed or may be disengaged separately by the switch is depressed or may be disengaged separately by the
switch on the KC 291 YD controller. switch on the KC 291 YD controller.
(3) MODE ENGAGEMENT AND OPERATION (3) MODE ENGAGEMENT AND OPERATION
a. FLT DIR Mode a. FLT DIR Mode
The FLT DIR mode is engaged through use of the FD The FLT DIR mode is engaged through use of the FD
switch on the Mode Controller or by momentarily pressing switch on the Mode Controller or by momentarily pressing
the SYNC switch. FLT DIR mode engagement is displayed the SYNC switch. FLT DIR mode engagement is displayed
on the KAP 315 annunciator panel. The flight director on the KAP 315 annunciator panel. The flight director
must be engaged before the autopilot can be engaged. must be engaged before the autopilot can be engaged.
Basic FLT DIR mode presents Pitch Attitude Hold and Basic FLT DIR mode presents Pitch Attitude Hold and
wings le vel commands. The FL T DIR mode may be wings le vel commands. The FL T DIR mode may be
disengaged an y time the autopilot is not engaged by disengaged an y time the autopilot is not engaged by
pressing the FD switch on the Mode Controller. pressing the FD switch on the Mode Controller.
NOTE NOTE
pitch attitude-hold range. (The pitch attitude pitch attitude-hold range. (The pitch attitude
degrees le gend on the airplane attitude in- degrees le gend on the airplane attitude in-
dicator will not serv e to indicate accurate FDI dicator will not serv e to indicate accurate FDI
pitch steering bar pitch attitudes in de grees.) pitch steering bar pitch attitudes in de grees.)
b. ALT HOLD Mode b. ALT HOLD Mode

Pressing the AL T switch on the Mode Controller selects Pressing the AL T switch on the Mode Controller selects
the altitude hold function, where commands are generated the altitude hold function, where commands are generated
to maintain the pressure altitude e xisting at mode engage- to maintain the pressure altitude e xisting at mode engage-
ment. For smooth operation, the airplane climb or descent ment. For smooth operation, the airplane climb or descent
rate should not exceed 500 feet per minute when the mode rate should not exceed 500 feet per minute when the mode
is engaged. AL T HOLD engagement is displayed on the is engaged. AL T HOLD engagement is displayed on the
9-87 9-87
KAP 315 Annunciator panel; AL T HOLD is disengaged KAP 315 Annunciator panel; AL T HOLD is disengaged
with automatic GS CPLD or when the AL T or GO- with automatic GS CPLD or when the AL T or GO-
AROUND switches are depressed. AROUND switches are depressed.
NOTE NOTE
pressure altitude that e xists when the switch pressure altitude that e xists when the switch
is released will then be held. is released will then be held.
c. Altitude Preselect (ALT ARM) c. Altitude Preselect (ALT ARM)

(Optional mode a vailable in airplanes equipped with the (Optional mode a vailable in airplanes equipped with the
KAS 297 Altitude Preselector and servoed Altimeter) KAS 297 Altitude Preselector and servoed Altimeter)
This mode allo ws the pilot to select, arm, and upon ap- This mode allo ws the pilot to select, arm, and upon ap-
proaching the preset altitude, obtain an automatic visual proaching the preset altitude, obtain an automatic visual
pitch command to capture and hold the preselected pitch command to capture and hold the preselected
altitude. Prior to selecting the function, the pilot must set altitude. Prior to selecting the function, the pilot must set
the desired altitude into the selected altitude readout on the desired altitude into the selected altitude readout on
the KAS 297 Altitude Selector. (The selected altitude is set the KAS 297 Altitude Selector. (The selected altitude is set
into the Altitude Selector window through use of the inner- into the Altitude Selector window through use of the inner-
control knob for 100 foot increments and an outer control control knob for 100 foot increments and an outer control
knob for 1000 foot increments with carry o ver into the knob for 1000 foot increments with carry o ver into the
10,000 foot increments.) 10,000 foot increments.)
The ALT ARM switch on the KAS 297 Altitude Selector The ALT ARM switch on the KAS 297 Altitude Selector
may be depressed at an y time during climb or descent to may be depressed at an y time during climb or descent to
ARM the Altitude capture circuitry in the KAS 297 and ARM the Altitude capture circuitry in the KAS 297 and
illuminate the ARM annunciator in the KAS 297 display illuminate the ARM annunciator in the KAS 297 display
window as well as ALT ARM in the KAP 315 annunciator window as well as ALT ARM in the KAP 315 annunciator
panel. As the airplane approaches the selected altitude, panel. As the airplane approaches the selected altitude,
incompatible modes such as Go-Around will drop OFF incompatible modes such as Go-Around will drop OFF
and the airplane will be commanded to reduce its climb or and the airplane will be commanded to reduce its climb or
descent rate and automatically engage the AL T HOLD descent rate and automatically engage the AL T HOLD
mode as the airplane passes through the selected altitude. mode as the airplane passes through the selected altitude.
9-88 9-88
The KAS 297 also pro vides an altitude alerting function. The KAS 297 also pro vides an altitude alerting function.
The altitude ALERT light in the KAS 297 display window The altitude ALERT light in the KAS 297 display window
will illuminate when entering a band ±1000 feet from the will illuminate when entering a band ±1000 feet from the
selected altitude. The altitude ALERT light will extinguish selected altitude. The altitude ALERT light will extinguish
when within ±300 feet of the selected altitude. An aural when within ±300 feet of the selected altitude. An aural
alert and tw o second flashing ALER T annunciator will alert and tw o second flashing ALER T annunciator will
occur at initial crossing of the selected altitude. Upon occur at initial crossing of the selected altitude. Upon
leaving the safe band 300 feet above and below the selected leaving the safe band 300 feet above and below the selected
altitude, a two second aural alert will sound and the ALERT altitude, a two second aural alert will sound and the ALERT
light will flash while in the 300 to 1000 foot band. light will flash while in the 300 to 1000 foot band.
NOTE NOTE
The ARM switch on the KAS 297 altitude pre- The ARM switch on the KAS 297 altitude pre-
selector must be pressed at least f ive seconds selector must be pressed at least f ive seconds
prior to reaching the altitude bend o ver point prior to reaching the altitude bend o ver point
to induce proper operation of the altitude to induce proper operation of the altitude
capture function. capture function.
d. HDG SEL Mode d. HDG SEL Mode

HDG SEL mode may be engaged whene ver the Compass HDG SEL mode may be engaged whene ver the Compass
Valid flag in the KPI 552 PNI is out of vie w. Depress the Valid flag in the KPI 552 PNI is out of vie w. Depress the
HDG switch on the Mode Controller , and HDG SEL will HDG switch on the Mode Controller , and HDG SEL will
be displayed on the annunciator panel, indicating mode be displayed on the annunciator panel, indicating mode
engagement. The HDG SEL b ug in the KPI 552 generates engagement. The HDG SEL b ug in the KPI 552 generates
the HDG SEL command signal and will cause the auto- the HDG SEL command signal and will cause the auto-
pilot to turn the airplane to center the b ug under the lubber pilot to turn the airplane to center the b ug under the lubber
line. The pilot may use the HDG SEL b ug an y time the line. The pilot may use the HDG SEL b ug an y time the
HDG SEL mode is engaged to command a turn to a HDG SEL mode is engaged to command a turn to a
particular heading and hold. HDG SEL automatically particular heading and hold. HDG SEL automatically
disengages upon APPR or N AV CPLD, or when the HDG disengages upon APPR or N AV CPLD, or when the HDG
switch on the Mode Controller is depressed. switch on the Mode Controller is depressed.
e. NAV/APPR Modes e. NAV/APPR Modes

The NAV or APPR mode may be selected, if the compass is The NAV or APPR mode may be selected, if the compass is
valid, by tuning the applicable N AV receiver to the desired valid, by tuning the applicable N AV receiver to the desired
VOR or Localizer frequenc y, setting the course selector to VOR or Localizer frequenc y, setting the course selector to
the desired radial or front course, and depressing the N AV the desired radial or front course, and depressing the N AV
or APPR switch on the Mode Controller . The annunciator or APPR switch on the Mode Controller . The annunciator
will indicate N AV or APPR and ARM until the course is will indicate N AV or APPR and ARM until the course is
intercepted, unless the mode is engaged with the wings le vel intercepted, unless the mode is engaged with the wings le vel
and a centered de viation needle. In this case, the mode will and a centered de viation needle. In this case, the mode will
go directly to CPLD. The system can intercept the course go directly to CPLD. The system can intercept the course
9-89 9-89
at an y angle up to 90°, and will al ways turn to ward the at an y angle up to 90°, and will al ways turn to ward the
course pointer. See the appropriate N AV or APPR course pointer. See the appropriate N AV or APPR
procedure for more detail. The N AV or APPR mode can procedure for more detail. The N AV or APPR mode can
be disengaged by pressing the N AV or APPR switch on be disengaged by pressing the N AV or APPR switch on
the Mode Controller , engaging the HDG mode when in the Mode Controller , engaging the HDG mode when in
the CPLD mode, or by engaging the GO-AR OUND mode. the CPLD mode, or by engaging the GO-AR OUND mode.
CAUTION CAUTION
provide airplane commands and/or control provide airplane commands and/or control
without a valid VOR/ LOC signal (N AV flag in without a valid VOR/ LOC signal (N AV flag in
view). Also erroneous na vigation information view). Also erroneous na vigation information
may result from COMM radio interference may result from COMM radio interference
with the N AV radio. This erroneous infor- with the N AV radio. This erroneous infor-
mation may cause premature N AV captures as mation may cause premature N AV captures as
well as erroneous steering information. Should well as erroneous steering information. Should
this occur reselect HDG mode and then reselect this occur reselect HDG mode and then reselect
NAV mode. NAV mode.
f. GS CPLD Mode f. GS CPLD Mode

The GS CPLD mode is engaged automatically whene ver The GS CPLD mode is engaged automatically whene ver
the follo wing conditions are met: APPR CPLD mode the follo wing conditions are met: APPR CPLD mode
selected; BC CRS mode OFF; Glide slope v alid present; selected; BC CRS mode OFF; Glide slope v alid present;
and glide slope deviation at or passing through zero. Glide and glide slope deviation at or passing through zero. Glide
slope automatically cancels all other v ertical modes. If slope automatically cancels all other v ertical modes. If
Glide slope v alid is lost after GS CPLD, the GS Annun- Glide slope v alid is lost after GS CPLD, the GS Annun-
ciator will flash at least six times, and the system will ciator will flash at least six times, and the system will
transfer to P AH. GS CPLD will automatically recouple if transfer to P AH. GS CPLD will automatically recouple if
the Glide slope v alid returns. GS CPLD mode is dis- the Glide slope v alid returns. GS CPLD mode is dis-
engaged by engagement of any other vertical mode. engaged by engagement of any other vertical mode.
g. Approach Performance Monitor g. Approach Performance Monitor

With both the number one and number tw o Na vigation With both the number one and number tw o Na vigation
Receivers tuned to the same ILS f acility, a number tw o Receivers tuned to the same ILS f acility, a number tw o
localizer deviation of greater than two dots or a Glide slope localizer deviation of greater than two dots or a Glide slope
deviation of approximately one-fourth full scale will cause deviation of approximately one-fourth full scale will cause
the appropriate annunciator to flash, indicating that the the appropriate annunciator to flash, indicating that the
monitor limits ha ve been e xceeded. It is common for the monitor limits ha ve been e xceeded. It is common for the
APPR CPLD annunciator to momentarily flash when the APPR CPLD annunciator to momentarily flash when the
mode is f irst coupled since the system is not yet stabilized mode is f irst coupled since the system is not yet stabilized
on the beam. on the beam.
9-90 9-90
h. BACK CRS Mode h. BACK CRS Mode

Back Course (B ACK CRS) operation uses the same Back Course (B ACK CRS) operation uses the same
procedure as for a normal approach. Ho wever, the B ACK procedure as for a normal approach. Ho wever, the B ACK
CRS mode is engaged after selecting the APPR mode. CRS mode is engaged after selecting the APPR mode.
BACK CRS mode re verses the signals to the computer , BACK CRS mode re verses the signals to the computer ,
and cannot be engaged without a localizer frequenc y and cannot be engaged without a localizer frequenc y
selected. Selection of the B ACK CRS mode inhibits selected. Selection of the B ACK CRS mode inhibits
engagement of the GS CPLD mode. BACK CRS mode can engagement of the GS CPLD mode. BACK CRS mode can
be disengaged by depressing the BC, APPR or GO-Around be disengaged by depressing the BC, APPR or GO-Around
switches, or by tuning to other than a localizer frequenc y switches, or by tuning to other than a localizer frequenc y
on the NAV receiver. Mode engagement is displayed on the on the NAV receiver. Mode engagement is displayed on the
i. Vertical Mode Switch (TRIM UP/DN) i. Vertical Mode Switch (TRIM UP/DN)
Operation of the v ertical trim switch on the Mode Con- Operation of the v ertical trim switch on the Mode Con-
troller provides a con venient means of adjusting the AL T troller provides a con venient means of adjusting the AL T
Hold or P AH angle function without disengaging the Hold or P AH angle function without disengaging the
mode. mode.
j. GO-AROUND Mode j. GO-AROUND Mode

Depressing the Go-Around switch located on the left Depressing the Go-Around switch located on the left
engine throttle engages the GO-AR OUND mode. GO- engine throttle engages the GO-AR OUND mode. GO-
AROUND cancels all other v ertical modes, APPR or AROUND cancels all other v ertical modes, APPR or
NAV CPLD, and disengages the autopilot. GA will NAV CPLD, and disengages the autopilot. GA will
illuminate on the annunciator panel indicating mode illuminate on the annunciator panel indicating mode
status. The Go-Around mode pro vides a fixed pitch angle status. The Go-Around mode pro vides a fixed pitch angle
that will command an 8° climb. The autopilot, if engaged, that will command an 8° climb. The autopilot, if engaged,
will disengaged. Go-Around will cancel all other v ertical will disengaged. Go-Around will cancel all other v ertical
modes as well as APPROACH or NAV CPLD. modes as well as APPROACH or NAV CPLD.
k. Yaw Damp Mode (YD-ON) k. Yaw Damp Mode (YD-ON)

The Yaw Damp mode engages automatically when the AP The Yaw Damp mode engages automatically when the AP
mode is engaged, or when the engage switch on the KC 291 mode is engaged, or when the engage switch on the KC 291
Yaw Controller is depressed. It may be engaged or dis- Yaw Controller is depressed. It may be engaged or dis-
engaged separately when the A UTOPILOT mode is OFF . engaged separately when the A UTOPILOT mode is OFF .
Turn coordination and ya w stabilization are pro vided by Turn coordination and ya w stabilization are pro vided by
the Yaw Damp mode. the Yaw Damp mode.
9-91 9-91
(4) VOR PROCEDURES (4) VOR PROCEDURES

a. Tune the NAV receiver to the appropriate frequency. a. Tune the NAV receiver to the appropriate frequency.
b. Set the desired heading with the HDG SEL b ug to inter- b. Set the desired heading with the HDG SEL b ug to inter-
cept the radial and engage the HDG SEL mode and cept the radial and engage the HDG SEL mode and
autopilot. (Maximum recommended intercept angle is autopilot. (Maximum recommended intercept angle is
90°.) 90°.)
c. Select the desired radial and engage the N AV mode. The c. Select the desired radial and engage the N AV mode. The
Flight Control System will remain on HDG SEL as in- Flight Control System will remain on HDG SEL as in-
dicated on the annunciator panel and in ARM on the N AV dicated on the annunciator panel and in ARM on the N AV
mode. When the airplane intercepts the beam, the system mode. When the airplane intercepts the beam, the system
will automatically couple and track in N AV mode and will automatically couple and track in N AV mode and
indicate CPLD on the annunciator panel. indicate CPLD on the annunciator panel.
d. A new course may be selected o ver the VOR station when d. A new course may be selected o ver the VOR station when
operating in the NAV mode by selecting a ne w radial when operating in the NAV mode by selecting a ne w radial when
the To-From indication changes. F or best performance, the To-From indication changes. F or best performance,
the use of the HDG SEL mode is recommended for course the use of the HDG SEL mode is recommended for course
changes in the cone area. changes in the cone area.
e. For VOR approach, see approach procedure. e. For VOR approach, see approach procedure.
(5) APPROACH PROCEDURES (5) APPROACH PROCEDURES

a. Tune the N AV recei ver to the appropriate V OR or ILS a. Tune the N AV recei ver to the appropriate V OR or ILS
frequency. frequency.
b. Set the heading bug and engage HDG to intercept the beam b. Set the heading bug and engage HDG to intercept the beam
at an y angle (maximum recommended intercept angle is at an y angle (maximum recommended intercept angle is
90°). 90°).
c. Engage APPR and note APPR ARM on the annunciator c. Engage APPR and note APPR ARM on the annunciator
panel. panel.
d. When the airplane approaches the beam, the APPR mode d. When the airplane approaches the beam, the APPR mode
will couple, HDG mode will decouple, and the FDI and/or will couple, HDG mode will decouple, and the FDI and/or
autopilot will gi ve commands to track localizer or V OR. autopilot will gi ve commands to track localizer or V OR.
It is recommended that an airspeed of 113 KIS and 15° It is recommended that an airspeed of 113 KIS and 15°
of flaps be used during autopilot coupled approaches. of flaps be used during autopilot coupled approaches.
e. When the glide slope beam is intercepted, the glide slope e. When the glide slope beam is intercepted, the glide slope
will couple automatically and indicate GS on the annun- will couple automatically and indicate GS on the annun-
ciator panel. If ALT was engaged prior to intercepting the ciator panel. If ALT was engaged prior to intercepting the
glide slope, it will automatically disengage when glide glide slope, it will automatically disengage when glide
slope couples. The airplane FDI and/or autopilot will no w slope couples. The airplane FDI and/or autopilot will no w
provide commands to track the localizer and glide slope. provide commands to track the localizer and glide slope.
Adjust the throttle to control speed on descent. Set the Adjust the throttle to control speed on descent. Set the
HDG b ug for missed approach b ut do not engage HDG. HDG b ug for missed approach b ut do not engage HDG.
9-92 9-92
NOTE NOTE
Should the GO-AR OUND mode be inadv er- Should the GO-AR OUND mode be inadv er-
tently selected during APPR mode operation, tently selected during APPR mode operation,
cancel the GO-AR OUND mode (press SYNC) cancel the GO-AR OUND mode (press SYNC)
prior to reselection of the APPR mode. It may prior to reselection of the APPR mode. It may
be necessary to use some combination of be necessary to use some combination of
vertical trim and po wer to recenter the GS for vertical trim and po wer to recenter the GS for
GS coupling. F ailure to follo w this procedure GS coupling. F ailure to follo w this procedure
will result in the GS mode being inhibited, will result in the GS mode being inhibited,
f. When the middle marker signal is received, the system will f. When the middle marker signal is received, the system will
automatically switch to a reduced gain. automatically switch to a reduced gain.
NOTE NOTE
APPR CPLD will reduce the flight control APPR CPLD will reduce the flight control
system gains. If this should occur , the APPR system gains. If this should occur , the APPR
mode should be recycled. mode should be recycled.
g. Landing or missed approach. g. Landing or missed approach.

1. Landing - Disengage autopilot and land. 1. Landing - Disengage autopilot and land.
2. Missed Approach - See Go-Around Procedure. 2. Missed Approach - See Go-Around Procedure.
h. Go-Around Procedure - Depress the GO-AROUND switch h. Go-Around Procedure - Depress the GO-AROUND switch
located on the left engine throttle, apply full po wer, retract located on the left engine throttle, apply full po wer, retract
gear and flaps. The autopilot, if engaged, will disengage, gear and flaps. The autopilot, if engaged, will disengage,
APPROACH may be engaged for a straight a way missed APPROACH may be engaged for a straight a way missed
approach or HDG SEL may be engaged to turn to missed approach or HDG SEL may be engaged to turn to missed
approach heading. After the Go-Around attitude has been approach heading. After the Go-Around attitude has been
established and the airplane has been trimmed, the established and the airplane has been trimmed, the
(6) BACK COURSE PROCEDURE (6) BACK COURSE PROCEDURE

The same as front course, e xcept that B ACK CRS is engaged The same as front course, e xcept that B ACK CRS is engaged
after APPR is engaged and the airplane must be set for descent after APPR is engaged and the airplane must be set for descent
Controller if in AL T HOLD, or by establishing the desired Controller if in AL T HOLD, or by establishing the desired
pitch angle using the CWS switch, or v ertical trim switch if in pitch angle using the CWS switch, or v ertical trim switch if in
PAH. PAH.
9-93 9-93
Installation of the King KFC 250 Flight Control System does not ef fect Installation of the King KFC 250 Flight Control System does not ef fect
9-94 9-94
WITH THREE INCH FLIGHT COMMAND INDICATORS WITH THREE INCH FLIGHT COMMAND INDICATORS
(Aircraft Serial Numbers 31T-8104001 And Up) (Aircraft Serial Numbers 31T-8104001 And Up)
ation of the airplane, when the optional King KFC 250 Automatic Flight ation of the airplane, when the optional King KFC 250 Automatic Flight
The KFC 250 System may be operated as a Fight Director alone, with The KFC 250 System may be operated as a Fight Director alone, with
airplane to satisfy the Flight Director commands. W ith the Autopilot mode airplane to satisfy the Flight Director commands. W ith the Autopilot mode
engaged, control is pro vided by the pitch and roll ax es. The yaw axis gives engaged, control is pro vided by the pitch and roll ax es. The yaw axis gives
turn coordination as well as ya w damping and stabilization whene ver the turn coordination as well as ya w damping and stabilization whene ver the
Yaw Damp mode is engaged. Yaw Damp mode is engaged.
The electric trim system installed in the airplane is controlled by pilot The electric trim system installed in the airplane is controlled by pilot
operation of the control wheel mounted trim switch. When the Autopilot operation of the control wheel mounted trim switch. When the Autopilot
mode is engaged, automatic pitch trimming is pro vided to relie ve elevator mode is engaged, automatic pitch trimming is pro vided to relie ve elevator
servo loads and to ensure a smooth transition from autopilot to pilot servo loads and to ensure a smooth transition from autopilot to pilot
operation of the airplane upon autopilot disengagement. operation of the airplane upon autopilot disengagement.
9-95 9-95
ALERT Altitude Warning Annunciation ALERT Altitude Warning Annunciation

ALT/ALT HOLD Altitude or Altitude Hold ALT/ALT HOLD Altitude or Altitude Hold
ALT ARM Armed to capture selected altitude ALT ARM Armed to capture selected altitude
AP/AUTOPILOT Autopilot AP/AUTOPILOT Autopilot
ARM System Armed for Capture ARM System Armed for Capture
BC/BACK CRS Back Course BC/BACK CRS Back Course
FD/FLT DIR Flight Director FD/FLT DIR Flight Director
GO-AROUND Missed approach GO-AROUND Missed approach
GS CPLD Glide Slope Coupled GS CPLD Glide Slope Coupled
HDG/HDG SEL Heading Select HDG/HDG SEL Heading Select
LOC Localizer LOC Localizer
YD Yaw Damp YD Yaw Damp
with seat belt f astened. Autopilot operation is limited to the left with seat belt f astened. Autopilot operation is limited to the left
pilot’s position only unless equipped with optional copilot’ s pilot’s position only unless equipped with optional copilot’ s
switches. switches.
landing. landing.
(c) The system is appro ved for Cate gory I operation only (Approach (c) The system is appro ved for Cate gory I operation only (Approach
mode selected) mode selected)

(e) The pitch trim f ault monitor system must be preflight tested (e) The pitch trim f ault monitor system must be preflight tested
operational prior to flight. operational prior to flight.
(f) Fuel balance should be maintained for all autopilot operations. (f) Fuel balance should be maintained for all autopilot operations.
(g) Autopilot coupled single-engine GO-AROUND is prohibited. (g) Autopilot coupled single-engine GO-AROUND is prohibited.
(h) Autopilot attitude command limits: (h) Autopilot attitude command limits:
Yaw N/A Yaw N/A
NOTE NOTE
In accordance with F AA recommendation, use In accordance with F AA recommendation, use

of Altitude Hold mode is not recommended of Altitude Hold mode is not recommended
during operation in severe turbulence. during operation in severe turbulence.
(i) Placards: (i) Placards:

Below the PNI on the pilot’s instrument panel: Below the PNI on the pilot’s instrument panel:

SYNC SYNC
AP DISC/TRIM INTERRUPT AP DISC/TRIM INTERRUPT
(a) AUTOPILOT MALFUNCTION (a) AUTOPILOT MALFUNCTION

Emergency Disengagement of AP- Hold the Control Wheel f irmly Emergency Disengagement of AP- Hold the Control Wheel f irmly
and press the AP DISC/TRIM INTERRUPT switch. and press the AP DISC/TRIM INTERRUPT switch.
(b) ELECTRIC TRIM MALFUNCTION (either manual electric or (b) ELECTRIC TRIM MALFUNCTION (either manual electric or
autotrim) autotrim)
(1) AP DISC/TRIM INTERR UPT switch - Press and hold do wn (1) AP DISC/TRIM INTERR UPT switch - Press and hold do wn
until recovery can be made. until recovery can be made.
(2) AP-FD/AVIONICS Master switch - OFF. (2) AP-FD/AVIONICS Master switch - OFF.
(3) Aircraft - Manually retrim. (3) Aircraft - Manually retrim.

(4) Trim circuit breaker - Pull (4) Trim circuit breaker - Pull
(5) AP-FD/AVIONICS Master switch - ON. (5) AP-FD/AVIONICS Master switch - ON.
CAUTIONS CAUTIONS
When disconnecting the autopilot after a trim When disconnecting the autopilot after a trim
malfunction, hold the control wheel f irmly. Up malfunction, hold the control wheel f irmly. Up
to 45 pounds of force on the control wheel may to 45 pounds of force on the control wheel may
be necessary to hold the aircraft level. be necessary to hold the aircraft level.
the control wheel, and will ultimately o ver- the control wheel, and will ultimately o ver-
50 pounds to maintain the desired airplane 50 pounds to maintain the desired airplane
attitude the pilot will ha ve to maintain this attitude the pilot will ha ve to maintain this
is control force while he manually retrims the is control force while he manually retrims the
airplane. airplane.
(c) ENGINE FAILURE (Coupled) (c) ENGINE FAILURE (Coupled)

(1) Disengage AP and YD. (1) Disengage AP and YD.
(2) Follow basic Airplane Flight Manual engine inoperati ve (2) Follow basic Airplane Flight Manual engine inoperati ve
procedures. procedures.
prior to engaging autopilot for engine inoperati ve procedures. prior to engaging autopilot for engine inoperati ve procedures.
CAUTION CAUTION
(d) AUTOPILOT DISENGAGEMENT (d) AUTOPILOT DISENGAGEMENT

(1) The Autopilot/Yaw Damper can be manually disengaged by (1) The Autopilot/Yaw Damper can be manually disengaged by
any of the following methods: any of the following methods:
a. Press the A/P DISC/TRIM INTERR UPT switch on the a. Press the A/P DISC/TRIM INTERR UPT switch on the
pilot’s control wheel. pilot’s control wheel.
b. By use of the Autopilot/Yaw Damper ON-OFF switch. b. By use of the Autopilot/Yaw Damper ON-OFF switch.
c. Engage the Go-Around mode. (Y aw Damper will remain c. Engage the Go-Around mode. (Y aw Damper will remain
on.) on.)
d. Pull the AP/FD circuit breakers out (OFF). d. Pull the AP/FD circuit breakers out (OFF).
e. Turn off the AP-FD/Avionics Master switch. e. Turn off the AP-FD/Avionics Master switch.
f. Operate manual electric trim switch UP or DN. (Y aw f. Operate manual electric trim switch UP or DN. (Y aw
Damper will remain engaged.) Damper will remain engaged.)
(2) The following conditions will cause the Autopilot/ Yaw (2) The following conditions will cause the Autopilot/ Yaw
Damper to automatically disengage: Damper to automatically disengage:
a. Power failure. a. Power failure.
b. Internal Flight Control System failure. b. Internal Flight Control System failure.
c. With the KCS 55A compass system, a loss of compass c. With the KCS 55A compass system, a loss of compass
valid (displaying HDG flag) disengages the Autopilot and valid (displaying HDG flag) disengages the Autopilot and
Flight Director when a mode using heading information is Flight Director when a mode using heading information is
engaged. W ith the HDG flag present only FL T DIR and engaged. W ith the HDG flag present only FL T DIR and
vertical modes can be selected. vertical modes can be selected.
(e) MAXIMUM AL TITUDE LOSSES DUE T O A UTOPILOT (e) MAXIMUM AL TITUDE LOSSES DUE T O A UTOPILOT
MALFUNCTION MALFUNCTION
(1) Cruise, Climb, Descent 500 Feet (1) Cruise, Climb, Descent 500 Feet
(2) Maneuvering 100 Feet (2) Maneuvering 100 Feet
(3) APPR 60 Feet (3) APPR 60 Feet
(4) SE APPR 70 Feet (4) SE APPR 70 Feet
(a) FLIGHT CONTR OL SYSTEM CIRCUIT BREAKERS AND (a) FLIGHT CONTR OL SYSTEM CIRCUIT BREAKERS AND
POWER SWITCHES POWER SWITCHES
(1) The airplane B ATTERY MASTER switch function is un- (1) The airplane B ATTERY MASTER switch function is un-
changed. changed.
(2) The AP-FD/ Avionics Master switch supplies power to the bus (2) The AP-FD/ Avionics Master switch supplies power to the bus
bar of the AP/FD, TRIM, and AL T PRESEL, if installed, bar of the AP/FD, TRIM, and AL T PRESEL, if installed,
circuit breakers. This switch should be OFF during engine start circuit breakers. This switch should be OFF during engine start
up or shutdown. up or shutdown.
9-99 9-99
(3) The KFC 250 System is controlled by the follo wing circuit (3) The KFC 250 System is controlled by the follo wing circuit
breakers: breakers:
AU T O P I L OT / F L I G H T D I R E C T O R ( A P / F D ) - T h i s AU T O P I L OT / F L I G H T D I R E C T O R ( A P / F D ) - T h i s
supplies 28 VDC po wer to the FCS KCP 299 Computer , supplies 28 VDC po wer to the FCS KCP 299 Computer ,
KC 290 Mode Controller, KA 285 Annunciator Panel, KC 291 KC 290 Mode Controller, KA 285 Annunciator Panel, KC 291
Yaw Controller , and Autopilot Pitch, Roll and Y aw Serv os. Yaw Controller , and Autopilot Pitch, Roll and Y aw Serv os.
COMP. SYSTEM (COMP ASS #1) - This supplies 28 VDC COMP. SYSTEM (COMP ASS #1) - This supplies 28 VDC
power to the KCS 55A Compass System. power to the KCS 55A Compass System.
ELECTRIC TRIM (ELECT TRIM) - This supplies po wer to ELECTRIC TRIM (ELECT TRIM) - This supplies po wer to
the FCS autotrim and manual electric pitch trim systems. the FCS autotrim and manual electric pitch trim systems.
ALTITUDE PRESELECT (AL T PRESEL) - This supplies ALTITUDE PRESELECT (AL T PRESEL) - This supplies
28 VDC to the optional KAS 297 Altitude Selector. 28 VDC to the optional KAS 297 Altitude Selector.
YAW RATE GYRO (YAW GYRO) - This supplies 26 V AC YAW RATE GYRO (YAW GYRO) - This supplies 26 V AC
power to the remote Yaw Rate Gyro. power to the remote Yaw Rate Gyro.
AU TO P I L OT / F L I G H T D I R E C T O R B U S T I E ( A P / F D AU TO P I L OT / F L I G H T D I R E C T O R B U S T I E ( A P / F D
BUS TIE) - This circuit break er supplies 28 VDC po wer to the BUS TIE) - This circuit break er supplies 28 VDC po wer to the
AP/FD, TRIM and ALT PRESEL circuit breakers. AP/FD, TRIM and ALT PRESEL circuit breakers.
ENCODING ALTIMETER (ENCODING AL T) - This circuit ENCODING ALTIMETER (ENCODING AL T) - This circuit
breaker supplies power to the pilot’s encoding altimeter. breaker supplies power to the pilot’s encoding altimeter.
9-100 9-100
(b) FLIGHT CONTR OL SYSTEM W ARNING FLA GS AND (b) FLIGHT CONTR OL SYSTEM W ARNING FLA GS AND
ANNUNCIATORS ANNUNCIATORS
KI 256 FLIGHT DIRECT OR - The KI 256 Flight Director KI 256 FLIGHT DIRECT OR - The KI 256 Flight Director
Indicator does not ha ve a w arning flag. Ho wever, the command Indicator does not ha ve a w arning flag. Ho wever, the command
bars will be biased out of vie w whenever the system is in valid or a bars will be biased out of vie w whenever the system is in valid or a
FD mode is not engaged. FD mode is not engaged.
HDG - The HDG flag is displayed in the KI 525A Pictorial Na vi- HDG - The HDG flag is displayed in the KI 525A Pictorial Na vi-
gation Indicator. This flag will be in vie w whene ver the compass gation Indicator. This flag will be in vie w whene ver the compass
system internal po wer supply, heading serv o loop, or Remote system internal po wer supply, heading serv o loop, or Remote
Directional Gyro are in valid. The HDG flag will also be in vie w Directional Gyro are in valid. The HDG flag will also be in vie w
when the compass system is manually slaved. when the compass system is manually slaved.
NOTE NOTE
If the HDG flag comes into vie w with either If the HDG flag comes into vie w with either
the N AV, APPR, or HDG SEL mode selected, the N AV, APPR, or HDG SEL mode selected,
the Autopilot and Flight Director will dis- the Autopilot and Flight Director will dis-
engage. W ith a HDG flag present, the FL T engage. W ith a HDG flag present, the FL T
DIR mode along with an y v ertical mode and DIR mode along with an y v ertical mode and
the Autopilot may be engaged. the Autopilot may be engaged.
NAV - The NAV flag, located in the KI 525A PNI, indicates that an NAV - The NAV flag, located in the KI 525A PNI, indicates that an
unusable localizer or V OR signal is being recei ved. The N AV or unusable localizer or V OR signal is being recei ved. The N AV or
APPR mode may be selected and will pro vide steering information APPR mode may be selected and will pro vide steering information
with the NAV flag in view (invalid NAV signal). with the NAV flag in view (invalid NAV signal).
GS - The Glide Slope Valid (GS Deviation pointers in view) must be GS - The Glide Slope Valid (GS Deviation pointers in view) must be
present before GS coupled may occur . If after GS coupled, the present before GS coupled may occur . If after GS coupled, the
Valid is lost the system will flash the GS Annunciator and transfer Valid is lost the system will flash the GS Annunciator and transfer
from GS to Pitch Attitude Hold steering information. If the GS from GS to Pitch Attitude Hold steering information. If the GS
Valid returns the system will revert back to GS coupled. Valid returns the system will revert back to GS coupled.
TRIM - The TRIM w arning light, located in the lo wer right corner TRIM - The TRIM w arning light, located in the lo wer right corner
electric pitch trim f ailures occur. The trim serv o motor running electric pitch trim f ailures occur. The trim serv o motor running
without a command, the trim serv o motor not running when without a command, the trim serv o motor not running when
commanded to run and the trim serv o motor running the wrong commanded to run and the trim serv o motor running the wrong
direction. The TRIM w arning light should flash at least four times direction. The TRIM w arning light should flash at least four times
and the audible w arning sound when the test switch on the and the audible w arning sound when the test switch on the
9-101 9-101
AP DISCONNECT ALER T- The Autopilot Disconnect Alert will AP DISCONNECT ALER T- The Autopilot Disconnect Alert will
sound an audible w arning for approximately tw o seconds, and the sound an audible w arning for approximately tw o seconds, and the
autopilot annunciator lamp on the KA 285 will flash whene ver the autopilot annunciator lamp on the KA 285 will flash whene ver the
Autopilot engage le ver on the KC 290 Mode Controller is dis- Autopilot engage le ver on the KC 290 Mode Controller is dis-
engaged . engaged .
ARM/ALERT (Optional) - The Arm light, located in the optional ARM/ALERT (Optional) - The Arm light, located in the optional
KAS 297 Altitude selector , annunciate selection of the Altitude KAS 297 Altitude selector , annunciate selection of the Altitude
Arm mode. The Alert light will annunciate, and an audible warning Arm mode. The Alert light will annunciate, and an audible warning
will sound upon crossing the selected altitude, or when the pre- will sound upon crossing the selected altitude, or when the pre-
determined SAFE band is e xceeded after reaching the selected determined SAFE band is e xceeded after reaching the selected
altitude. altitude.
OFF (Encoding Altimeter) - The OFF flag, mounted in the pilot’ s OFF (Encoding Altimeter) - The OFF flag, mounted in the pilot’ s
Encoding Altimeter, indicates that an invalid condition is present in Encoding Altimeter, indicates that an invalid condition is present in
the altimeter. Without an Altimeter v alid (OFF flag out of vie w), the altimeter. Without an Altimeter v alid (OFF flag out of vie w),
operation of the optional KAS 297 Altitude Selector is inhibited. operation of the optional KAS 297 Altitude Selector is inhibited.
NOTE NOTE
own annunciator panel, which is located on the own annunciator panel, which is located on the
instrument panel. The modes and indications instrument panel. The modes and indications
given on the annunciator panel are placarded given on the annunciator panel are placarded
on the f ace of the lenses and illuminate when on the f ace of the lenses and illuminate when
the respecti ve conditions are indicated. The the respecti ve conditions are indicated. The
switches on the mode selector are the push-on, switches on the mode selector are the push-on,
push-off type. When engaged, the correspond- push-off type. When engaged, the correspond-
ing Flight Director/Autopilot annunciator ing Flight Director/Autopilot annunciator
flight illuminates. The V -bars on the flight flight illuminates. The V -bars on the flight
director indicator will disappear to the bottom director indicator will disappear to the bottom
of the instrument when a flight director mode is of the instrument when a flight director mode is
not engaged. The V-bars must be in view before not engaged. The V-bars must be in view before
the autopilot can be engaged. the autopilot can be engaged.
(c) PILOT’S CONTROL WHEEL AND THR OTTLE SWITCH (c) PILOT’S CONTROL WHEEL AND THR OTTLE SWITCH
FUNCTIONS FUNCTIONS
A/P DISC TRIM INTERR UPT - This emer gency disconnect A/P DISC TRIM INTERR UPT - This emer gency disconnect
switch is located on the outside horn of the pilot’ s and copilot’ s switch is located on the outside horn of the pilot’ s and copilot’ s
control wheel. Operation of the switch will disengage the Autopilot, control wheel. Operation of the switch will disengage the Autopilot,
Yaw Damper, and all Flight Director modes, and remo ve all po wer Yaw Damper, and all Flight Director modes, and remo ve all po wer
from the electric trim system. from the electric trim system.
SYNC - The SYNC switch will engage the FLT DIR mode if Flight SYNC - The SYNC switch will engage the FLT DIR mode if Flight
Director is not pre viously engaged. If Flight Director is engaged, Director is not pre viously engaged. If Flight Director is engaged,
the SYNC switch automatically synchronizes the Flight Director/ the SYNC switch automatically synchronizes the Flight Director/
Autopilot to the pitch attitude present when the switch is pressed Autopilot to the pitch attitude present when the switch is pressed
and released, or to the present altitude if the AL T Hold mode is and released, or to the present altitude if the AL T Hold mode is
engaged. Operation of the SYNC switch, if in Go-Around mode, engaged. Operation of the SYNC switch, if in Go-Around mode,
transfers the system from Go-Around mode to P AH. Depressing transfers the system from Go-Around mode to P AH. Depressing
and holding the switch disengages the Autopilot serv os, allo wing and holding the switch disengages the Autopilot serv os, allo wing
the pilot to manually fly the airplane. When the switch is released, the pilot to manually fly the airplane. When the switch is released,
the Autopilot will resume the previous mode program. the Autopilot will resume the previous mode program.
TRIM DN/UP - A dual action type manual electric trim switch is TRIM DN/UP - A dual action type manual electric trim switch is
located on the pilot’s and copilot’s control wheel. Both portions of located on the pilot’s and copilot’s control wheel. Both portions of
the switch must be mo ved simultaneously to actuate trim com- the switch must be mo ved simultaneously to actuate trim com-
mands. Use of the left portion of the switch will disengage the mands. Use of the left portion of the switch will disengage the
Autopilot and Yaw Damp modes while lea ving the Flight Director Autopilot and Yaw Damp modes while lea ving the Flight Director
engaged. engaged.
GO-AROUND - The Go-Around switch is located on the left GO-AROUND - The Go-Around switch is located on the left
throttle. Go-Around mode disengages the autopilot and APPR and throttle. Go-Around mode disengages the autopilot and APPR and
NAV CPLD modes if engaged, while commanding a f ixed pitch up NAV CPLD modes if engaged, while commanding a f ixed pitch up
attitude of eight de grees as indicated on the Flight Command attitude of eight de grees as indicated on the Flight Command
Indicator. The Autopilot and an y lateral mode may be engaged Indicator. The Autopilot and an y lateral mode may be engaged
after the Go-Around attitude has been manually established. after the Go-Around attitude has been manually established.
Initiation of any other vertical mode cancels Go-Around. Initiation of any other vertical mode cancels Go-Around.
9-103 9-103
(d) AUTOPILOT TEST SWITCHES (d) AUTOPILOT TEST SWITCHES
TRIM TEST - Located in the center portion of the pilot’ s instru- TRIM TEST - Located in the center portion of the pilot’ s instru-
ment panel. This push button switch is used to test the manual trim ment panel. This push button switch is used to test the manual trim
monitoring circuits. If the manual electric trim is run either up or monitoring circuits. If the manual electric trim is run either up or
down while the TRIM TEST b utton is depressed the trim w arning down while the TRIM TEST b utton is depressed the trim w arning
light on the Mode Annunciator should illuminate and an aural tone light on the Mode Annunciator should illuminate and an aural tone
sound. sound.
(e) SYSTEM CHECK (e) SYSTEM CHECK

(1) Verify that all KFC 250 System circuit breakers are in. (1) Verify that all KFC 250 System circuit breakers are in.
(2) With both engines running and po wer applied to the system, (2) With both engines running and po wer applied to the system,
allow three to four minutes for initial system w armup and for allow three to four minutes for initial system w armup and for
the gyros to come up to speed. the gyros to come up to speed.
(3) Preflight (steps a. through c. perform prior to each flight). (3) Preflight (steps a. through c. perform prior to each flight).
a. Verify that all modes are disengaged and depress the test a. Verify that all modes are disengaged and depress the test
button on the Mode Controller and hold. All KFC 250 button on the Mode Controller and hold. All KFC 250
System mode annunciators should illuminate, including System mode annunciators should illuminate, including
the YD ON light, and the mark er lights on the KA 285. the YD ON light, and the mark er lights on the KA 285.
The ARM and Alert lights in the optional KAS 297 The ARM and Alert lights in the optional KAS 297
Altitude Selector, if present, should also annunciate. In Altitude Selector, if present, should also annunciate. In
addition, the red trim f ailure light in the annunciator panel addition, the red trim f ailure light in the annunciator panel
should flash at least four b ut not more than six times and should flash at least four b ut not more than six times and
be accompanied by an aural alert to indicate correct trim be accompanied by an aural alert to indicate correct trim
monitoring. monitoring.
b. With the autopilot disengaged, run the follo wing manual b. With the autopilot disengaged, run the follo wing manual
electric pitch trim checks: electric pitch trim checks:
1. Actuate the left side of the pilot’ s trim switch to the 1. Actuate the left side of the pilot’ s trim switch to the
fore and aft positions. The trim solenoid should fore and aft positions. The trim solenoid should
engage, but the trim should not run. Solenoid engage- engage, but the trim should not run. Solenoid engage-
ment is recognized as an increase in the force required ment is recognized as an increase in the force required
to move the pitch trim wheel. to move the pitch trim wheel.
2. Actuate the right side of the pilot’ s trim switch to the 2. Actuate the right side of the pilot’ s trim switch to the
fore and aft positions. The trim solenoid should not fore and aft positions. The trim solenoid should not
engage and the trim should not run. engage and the trim should not run.
3. Grasping the manual trim wheel, run the electric trim 3. Grasping the manual trim wheel, run the electric trim
in both the up and do wn directions and check the in both the up and do wn directions and check the
overpower capability. overpower capability.
9-104 9-104
4. Depress and hold the trim test switch on the pilot’ s 4. Depress and hold the trim test switch on the pilot’ s
panel and run the manual trim both up and do wn using panel and run the manual trim both up and do wn using
the pilot’s trim switch. The trim w arning light will the pilot’s trim switch. The trim w arning light will
illuminate and the warning horn will sound. illuminate and the warning horn will sound.
5. Press the AP DISC/TRIM INTERRUPT switch down 5. Press the AP DISC/TRIM INTERRUPT switch down
and hold. The manual electric pitch trim will not and hold. The manual electric pitch trim will not
operate either up or down. operate either up or down.
c. Engage the FL T DIR and autopilot modes. Depress the c. Engage the FL T DIR and autopilot modes. Depress the
SYNC switch, manually mo ve the control column and SYNC switch, manually mo ve the control column and
wheel to the neutral position, and release the switch. Apply wheel to the neutral position, and release the switch. Apply
force to all ax es and determine that the autopilot can be force to all ax es and determine that the autopilot can be
overpowered. Disengage the AP using AP DISC/TRIM overpowered. Disengage the AP using AP DISC/TRIM
INTERRUPT switch and set manual trim for takeoff. INTERRUPT switch and set manual trim for takeoff.
(4) Daily check (must be performed prior to first flight each day). (4) Daily check (must be performed prior to first flight each day).
a. With the FL T DIR and autopilot modes engaged, insert a a. With the FL T DIR and autopilot modes engaged, insert a
pitch up command using the v ertical trim switch on the pitch up command using the v ertical trim switch on the
KC 290 Mode Controller. Hold the control column to k eep KC 290 Mode Controller. Hold the control column to k eep
it from mo ving and observ e the autotrim runs in the nose it from mo ving and observ e the autotrim runs in the nose
up direction after a three second delay . Press the SYNC up direction after a three second delay . Press the SYNC
switch momentarily and repeat this test for a nose do wn switch momentarily and repeat this test for a nose do wn
trim command. The autotrim will run in a nose do wn trim command. The autotrim will run in a nose do wn
direction after approximately three seconds delay. direction after approximately three seconds delay.
b. Depress the SYNC switch and center the control wheel in b. Depress the SYNC switch and center the control wheel in
roll. Release the switch and engage the HDG SEL mode. roll. Release the switch and engage the HDG SEL mode.
Set the HDG b ug on the KI 525 Pictorial Na vigation Set the HDG b ug on the KI 525 Pictorial Na vigation
Indicator to command a right turn; the control wheel will Indicator to command a right turn; the control wheel will
rotate clockwise. Repeat the procedure for a left heading rotate clockwise. Repeat the procedure for a left heading
command; the control wheel will rotate counterclockwise. command; the control wheel will rotate counterclockwise.
Disengage the autopilot and flight director. Disengage the autopilot and flight director.
c. Run manual electric trim from full nose up to full nose c. Run manual electric trim from full nose up to full nose
down. Time required should be 48 ±9 seconds. down. Time required should be 48 ±9 seconds.
CAUTION CAUTION
Operation of the autopilot on the ground may Operation of the autopilot on the ground may
cause the autotrim to run because of back force cause the autotrim to run because of back force
generated by ele vator do wnsprings or pilot generated by ele vator do wnsprings or pilot
induced forces. Therefore, disengage the auto- induced forces. Therefore, disengage the auto-
pilot and check that the airplane manual pitch pilot and check that the airplane manual pitch
trim is in the takeoff position prior to takeoff. trim is in the takeoff position prior to takeoff.
9-105 9-105
d. If autopilot f ails preflight test, AP/FD circuit break er d. If autopilot f ails preflight test, AP/FD circuit break er
should be pulled. Manual electric trim may still be used. should be pulled. Manual electric trim may still be used.
If electric trim f ails preflight test ELECT TRIM circuit If electric trim f ails preflight test ELECT TRIM circuit
breaker should be pulled and neither Electric T rim or breaker should be pulled and neither Electric T rim or
autopilot should be used. autopilot should be used.
CAUTION CAUTION
If the autopilot circuit break er is pulled, the red If the autopilot circuit break er is pulled, the red
TRIM f ailure light on the annunciator panel TRIM f ailure light on the annunciator panel
will be disabled and only the audible w arning will be disabled and only the audible w arning
will sound if an electric trim malfunction will sound if an electric trim malfunction
should occur. In this e vent, the ELECT TRIM should occur. In this e vent, the ELECT TRIM
circuit breaker should be pulled and the insight circuit breaker should be pulled and the insight
trim accomplished by using the manual pitch trim accomplished by using the manual pitch
trim wheel. trim wheel.
(f) INFLIGHT OPERATION (f) INFLIGHT OPERATION
(1) ENGAGE PROCEDURE (1) ENGAGE PROCEDURE

Select the FLT DIR mode; the e xisting pitch attitude and wings Select the FLT DIR mode; the e xisting pitch attitude and wings
level information will be retained in the flight director and level information will be retained in the flight director and
displayed on the command “V” bars as the y are brought into displayed on the command “V” bars as the y are brought into
v i ew. W i t h t h e H D G f l a g o u t o f v i e w, a n y l a t e r a l o r v i ew. W i t h t h e H D G f l a g o u t o f v i e w, a n y l a t e r a l o r
vertical mode may be engaged, and command information vertical mode may be engaged, and command information
will be presented on the flight director Indicator (KI 256). will be presented on the flight director Indicator (KI 256).
Engage the autopilot mode using the AP engage le ver on the Engage the autopilot mode using the AP engage le ver on the
KC 290 Mode Controller . Autopilot action is al ways in KC 290 Mode Controller . Autopilot action is al ways in
response to flight director commands. A soft engage circuit response to flight director commands. A soft engage circuit
is utilized to alleviate abrupt control transients when the auto- is utilized to alleviate abrupt control transients when the auto-
pilot is initially engaged. The Y aw Damp mode will autopilot is initially engaged. The Y aw Damp mode will auto-
matically engage with the autopilot mode. matically engage with the autopilot mode.
CAUTION CAUTION
Avoid engaging the autopilot into lar ge, Avoid engaging the autopilot into lar ge,
unsatisfied flight director commands as dis- unsatisfied flight director commands as dis-
played on the KI 256, or lar ge airplane played on the KI 256, or lar ge airplane
mistrim conditions in any axis. mistrim conditions in any axis.
9-106 9-106
(2) DISENGAGE PROCEDURE (2) DISENGAGE PROCEDURE

Monitor the flight director command bars to check for an y Monitor the flight director command bars to check for an y
unsatisfied autopilot commands or a possible pitch mistrim. unsatisfied autopilot commands or a possible pitch mistrim.
While holding the control wheel, disengage the autopilot by While holding the control wheel, disengage the autopilot by
one of the follo wing methods: depressing the pilot’ s A/P one of the follo wing methods: depressing the pilot’ s A/P
DISC/TRIM INTERRUPT switch; operating the manual DISC/TRIM INTERRUPT switch; operating the manual
electric trim switch; or operating the AP engage le ver on the electric trim switch; or operating the AP engage le ver on the
Mode Controller. The Y aw Damp mode will disengage with Mode Controller. The Y aw Damp mode will disengage with
the AP mode when the A/P DISC/TRIM INTERR UPT the AP mode when the A/P DISC/TRIM INTERR UPT
switch is depressed or may be disengaged separately by the switch is depressed or may be disengaged separately by the
switch on the KC 291 YD controller. switch on the KC 291 YD controller.
(3) MODE ENGAGEMENT AND OPERATION (3) MODE ENGAGEMENT AND OPERATION
a. FLT DIR Mode a. FLT DIR Mode
The FLT DIR mode is engaged through use of the FD The FLT DIR mode is engaged through use of the FD
switch on the Mode Controller or by momentarily pressing switch on the Mode Controller or by momentarily pressing
the SYNC switch. FLT DIR mode engagement is displayed the SYNC switch. FLT DIR mode engagement is displayed
on the KA 285 annunciator panel. The flight director on the KA 285 annunciator panel. The flight director
must be engaged before the autopilot can be engaged. must be engaged before the autopilot can be engaged.
Basic FLT DIR mode presents Pitch Attitude Hold and Basic FLT DIR mode presents Pitch Attitude Hold and
wings le vel commands. The FL T DIR mode may be wings le vel commands. The FL T DIR mode may be
disengaged an y time the autopilot is not engaged by disengaged an y time the autopilot is not engaged by
pressing the FD switch on the Mode Controller. pressing the FD switch on the Mode Controller.
NOTE NOTE
pitch attitude-hold range. (The pitch attitude pitch attitude-hold range. (The pitch attitude
degrees le gend on the airplane attitude in- degrees le gend on the airplane attitude in-
dicator will not serv e to indicate accurate FDI dicator will not serv e to indicate accurate FDI
pitch steering bar pitch attitudes in de grees.) pitch steering bar pitch attitudes in de grees.)
b. ALT HOLD Mode b. ALT HOLD Mode

Pressing the AL T switch on the Mode Controller selects Pressing the AL T switch on the Mode Controller selects
the altitude hold function, where commands are generated the altitude hold function, where commands are generated
to maintain the pressure altitude e xisting at mode engage- to maintain the pressure altitude e xisting at mode engage-
ment. For smooth operation, the airplane climb or descent ment. For smooth operation, the airplane climb or descent
rate should not exceed 500 feet per minute when the mode rate should not exceed 500 feet per minute when the mode
is engaged. AL T HOLD engagement is displayed on the is engaged. AL T HOLD engagement is displayed on the
9-107 9-107
KA 285 Annunciator panel; AL T HOLD is disengaged KA 285 Annunciator panel; AL T HOLD is disengaged
with automatic GS CPLD or when the AL T or GO- with automatic GS CPLD or when the AL T or GO-
AROUND switches are depressed. AROUND switches are depressed.
NOTE NOTE
pressure altitude that e xists when the switch pressure altitude that e xists when the switch
is released will then be held. is released will then be held.
c. Altitude Preselect (ALT ARM) c. Altitude Preselect (ALT ARM)

(Optional mode a vailable in airplanes equipped with the (Optional mode a vailable in airplanes equipped with the
KAS 297 Altitude Preselector and servoed Altimeter) KAS 297 Altitude Preselector and servoed Altimeter)
This mode allo ws the pilot to select, arm, and upon ap- This mode allo ws the pilot to select, arm, and upon ap-
proaching the preset altitude, obtain an automatic visual proaching the preset altitude, obtain an automatic visual
pitch command to capture and hold the preselected pitch command to capture and hold the preselected
altitude. Prior to selecting the function, the pilot must set altitude. Prior to selecting the function, the pilot must set
the desired altitude into the selected altitude readout on the desired altitude into the selected altitude readout on
the KAS 297 Altitude Selector. (The selected altitude is set the KAS 297 Altitude Selector. (The selected altitude is set
into the Altitude Selector window through use of the inner- into the Altitude Selector window through use of the inner-
control knob for 100 foot increments and an outer control control knob for 100 foot increments and an outer control
knob for 1000 foot increments with carry o ver into the knob for 1000 foot increments with carry o ver into the
10,000 foot increments.) 10,000 foot increments.)
The ALT ARM switch on the KAS 297 Altitude Selector The ALT ARM switch on the KAS 297 Altitude Selector
may be depressed at an y time during climb or descent to may be depressed at an y time during climb or descent to
ARM the Altitude capture circuitry in the KAS 297 and ARM the Altitude capture circuitry in the KAS 297 and
illuminate the ARM annunciator in the KAS 297 display illuminate the ARM annunciator in the KAS 297 display
window as well as AL T ARM in the KA 285 annunciator window as well as AL T ARM in the KA 285 annunciator
panel. As the airplane approaches the selected altitude, panel. As the airplane approaches the selected altitude,
incompatible modes such as Go-Around will drop OFF incompatible modes such as Go-Around will drop OFF
and the airplane will be commanded to reduce its climb or and the airplane will be commanded to reduce its climb or
descent rate and automatically engage the AL T HOLD descent rate and automatically engage the AL T HOLD
mode as the airplane passes through the selected altitude. mode as the airplane passes through the selected altitude.
9-108 9-108
The KAS 297 also pro vides an altitude alerting function. The KAS 297 also pro vides an altitude alerting function.
The altitude ALERT light in the KAS 297 display window The altitude ALERT light in the KAS 297 display window
will illuminate when entering a band ±1000 feet from the will illuminate when entering a band ±1000 feet from the
selected altitude. The altitude ALERT light will extinguish selected altitude. The altitude ALERT light will extinguish
when within ±300 feet of the selected altitude. An aural when within ±300 feet of the selected altitude. An aural
alert and tw o second flashing ALER T annunciator will alert and tw o second flashing ALER T annunciator will
occur at initial crossing of the selected altitude. Upon occur at initial crossing of the selected altitude. Upon
leaving the safe band 300 feet above and below the selected leaving the safe band 300 feet above and below the selected
altitude, a two second aural alert will sound and the ALERT altitude, a two second aural alert will sound and the ALERT
light will flash while in the 300 to 1000 foot band. light will flash while in the 300 to 1000 foot band.
NOTE NOTE
The ARM switch on the KAS 297 altitude pre- The ARM switch on the KAS 297 altitude pre-
selector must be pressed at least f ive seconds selector must be pressed at least f ive seconds
prior to reaching the altitude bend o ver point prior to reaching the altitude bend o ver point
to induce proper operation of the altitude to induce proper operation of the altitude
capture function. capture function.
d. HDG SEL Mode d. HDG SEL Mode

HDG SEL mode may be engaged whene ver the Compass HDG SEL mode may be engaged whene ver the Compass
HDG flag in the KI 525 PNI is out of vie w. Depress the HDG flag in the KI 525 PNI is out of vie w. Depress the
HDG switch on the Mode Controller , and HDG SEL will HDG switch on the Mode Controller , and HDG SEL will
be displayed on the annunciator panel, indicating mode be displayed on the annunciator panel, indicating mode
engagement. The HDG SEL b ug in the K1 525 generates engagement. The HDG SEL b ug in the K1 525 generates
the HDG SEL command signal and will cause the auto- the HDG SEL command signal and will cause the auto-
pilot to turn the airplane to center the b ug under the lubber pilot to turn the airplane to center the b ug under the lubber
line. The pilot may use the HDG SEL b ug an y time the line. The pilot may use the HDG SEL b ug an y time the
HDG SEL mode is engaged to command a turn to a HDG SEL mode is engaged to command a turn to a
particular heading and hold. HDG SEL automatically particular heading and hold. HDG SEL automatically
disengages upon APPR or N AV CPLD, or when the HDG disengages upon APPR or N AV CPLD, or when the HDG
switch on the Mode Controller is depressed. switch on the Mode Controller is depressed.
e. NAV/APPR Modes e. NAV/APPR Modes

The NAV or APPR mode may be selected, if the compass is The NAV or APPR mode may be selected, if the compass is
valid, by tuning the applicable N AV receiver to the desired valid, by tuning the applicable N AV receiver to the desired
VOR or Localizer frequenc y, setting the course selector to VOR or Localizer frequenc y, setting the course selector to
the desired radial or front course, and depressing the N AV the desired radial or front course, and depressing the N AV
or APPR switch on the Mode Controller . The annunciator or APPR switch on the Mode Controller . The annunciator
will indicate N AV or APPR and ARM until the course is will indicate N AV or APPR and ARM until the course is
intercepted, unless the mode is engaged with the wings le vel intercepted, unless the mode is engaged with the wings le vel
and a centered de viation needle. In this case, the mode will and a centered de viation needle. In this case, the mode will
go directly to CPLD. The system can intercept the course go directly to CPLD. The system can intercept the course
9-109 9-109
at an y angle up to 90°, and will al ways turn to ward the at an y angle up to 90°, and will al ways turn to ward the
course pointer. See the appropriate N AV or APPR course pointer. See the appropriate N AV or APPR
procedure for more detail. The N AV or APPR mode can procedure for more detail. The N AV or APPR mode can
be disengaged by pressing the N AV or APPR switch on be disengaged by pressing the N AV or APPR switch on
the Mode Controller , engaging the HDG mode when in the Mode Controller , engaging the HDG mode when in
the CPLD mode, or by engaging the GO-AROUND mode. the CPLD mode, or by engaging the GO-AROUND mode.
CAUTION CAUTION
provide airplane commands and/or control provide airplane commands and/or control
without a v alid VOR/LOC signal (N AV flag in without a v alid VOR/LOC signal (N AV flag in
view). Also erroneous na vigation information view). Also erroneous na vigation information
may result from COMM radio interference may result from COMM radio interference
with the N AV radio. This erroneous infor- with the N AV radio. This erroneous infor-
mation may cause premature N AV captures as mation may cause premature N AV captures as
well as erroneous steering information. Should well as erroneous steering information. Should
this occur reselect HDG mode and then reselect this occur reselect HDG mode and then reselect
NAV mode. NAV mode.
f. GS CPLD Mode f. GS CPLD Mode

The GS CPLD mode is engaged automatically whene ver The GS CPLD mode is engaged automatically whene ver
the follo wing conditions are met: APPR CPLD mode the follo wing conditions are met: APPR CPLD mode
selected; BC CRS mode OFF; Glide slope v alid present; selected; BC CRS mode OFF; Glide slope v alid present;
and glide slope deviation at or passing through zero. Glide and glide slope deviation at or passing through zero. Glide
slope automatically cancels all other v ertical modes. If slope automatically cancels all other v ertical modes. If
Glide slope v alid is lost after GS CPLD, the GS Annun- Glide slope v alid is lost after GS CPLD, the GS Annun-
ciator will flash at least six times, and the system will ciator will flash at least six times, and the system will
transfer to P AH. GS CPLD will automatically recouple if transfer to P AH. GS CPLD will automatically recouple if
the Glide slope v alid returns. GS CPLD mode is dis- the Glide slope v alid returns. GS CPLD mode is dis-
engaged by engagement of any other vertical mode. engaged by engagement of any other vertical mode.
g. Approach Performance Monitor g. Approach Performance Monitor

With both the number one and number tw o Na vigation With both the number one and number tw o Na vigation
Receivers tuned to the same ILS f acility, a number tw o Receivers tuned to the same ILS f acility, a number tw o
localizer deviation of greater than two dots or a Glide slope localizer deviation of greater than two dots or a Glide slope
deviation of approximately one-fourth full scale will cause deviation of approximately one-fourth full scale will cause
the appropriate annunciator to flash, indicating that the the appropriate annunciator to flash, indicating that the
monitor limits ha ve been e xceeded. It is common for the monitor limits ha ve been e xceeded. It is common for the
APPR CPLD annunciator to momentarily flash when the APPR CPLD annunciator to momentarily flash when the
mode is f irst coupled since the system is not yet stabilized mode is f irst coupled since the system is not yet stabilized
on the beam. on the beam.
9-110 9-110
h. BACK CRS Mode h. BACK CRS Mode

Back Course (B ACK CRS) operation uses the same Back Course (B ACK CRS) operation uses the same
procedure as for a normal approach. Ho wever, the B ACK procedure as for a normal approach. Ho wever, the B ACK
CRS mode is engaged after selecting the APPR mode. CRS mode is engaged after selecting the APPR mode.
BACK CRS mode re verses the signals to the computer , BACK CRS mode re verses the signals to the computer ,
and cannot be engaged without a localizer frequenc y and cannot be engaged without a localizer frequenc y
selected. Selection of the B ACK CRS mode inhibits selected. Selection of the B ACK CRS mode inhibits
engagement of the GS CPLD mode. BACK CRS mode can engagement of the GS CPLD mode. BACK CRS mode can
be disengaged by depressing the BC, APPR or Go-Around be disengaged by depressing the BC, APPR or Go-Around
switches, or by tuning to other than a localizer frequenc y switches, or by tuning to other than a localizer frequenc y
on the NAV receiver. Mode engagement is displayed on the on the NAV receiver. Mode engagement is displayed on the
i. Vertical Mode Switch (TRIM UP/DN) i. Vertical Mode Switch (TRIM UP/DN)
Operation of the v ertical trim switch on the Mode Con- Operation of the v ertical trim switch on the Mode Con-
troller provides a con venient means of adjusting the AL T troller provides a con venient means of adjusting the AL T
Hold or P AH angle function without disengaging the Hold or P AH angle function without disengaging the
mode. mode.
j. GO-AROUND Mode j. GO-AROUND Mode

Depressing the Go-Around switch located on the left Depressing the Go-Around switch located on the left
engine throttle engages the GO-AR OUND mode. GO- engine throttle engages the GO-AR OUND mode. GO-
AROUND cancels all other v ertical modes, APPR or AROUND cancels all other v ertical modes, APPR or
NAV CPLD, and disengages the autopilot. GA will NAV CPLD, and disengages the autopilot. GA will
illuminate on the annunciator panel indicating mode illuminate on the annunciator panel indicating mode
status. The Go-Around mode pro vides a f ixed pitch angle status. The Go-Around mode pro vides a f ixed pitch angle
that will command an 8° climb . The autopilot, if engaged, that will command an 8° climb . The autopilot, if engaged,
will disengaged. Go-Around will cancel all other v ertical will disengaged. Go-Around will cancel all other v ertical
modes as well as APPROACH or NAV CPLD. modes as well as APPROACH or NAV CPLD.
k. Yaw Damp Mode (YD-ON) k. Yaw Damp Mode (YD-ON)

The Yaw Damp mode engages automatically when the AP The Yaw Damp mode engages automatically when the AP
mode is engaged, or when the engage switch on the KC 291 mode is engaged, or when the engage switch on the KC 291
Yaw Controller is depressed. It may be engaged or dis- Yaw Controller is depressed. It may be engaged or dis-
engaged separately when the A UTOPILOT mode is OFF . engaged separately when the A UTOPILOT mode is OFF .
Turn coordination and ya w stabilization are pro vided by Turn coordination and ya w stabilization are pro vided by
the Yaw Damp mode. the Yaw Damp mode.
9-111 9-111
(4) VOR PROCEDURES (4) VOR PROCEDURES

a. Tune the NAV receiver to the appropriate frequency. a. Tune the NAV receiver to the appropriate frequency.
b. Set the desired heading with the HDG SEL b ug to inter- b. Set the desired heading with the HDG SEL b ug to inter-
cept the radial and engage the HDG SEL mode and cept the radial and engage the HDG SEL mode and
autopilot. (Maximum recommended intercept angle is autopilot. (Maximum recommended intercept angle is
90°.) 90°.)
c. Select the desired radial and engage the N AV mode. The c. Select the desired radial and engage the N AV mode. The
Flight Control System will remain on HDG SEL as in- Flight Control System will remain on HDG SEL as in-
dicated on the annunciator panel and in ARM on the N AV dicated on the annunciator panel and in ARM on the N AV
mode. When the airplane intercepts the beam, the system mode. When the airplane intercepts the beam, the system
will automatically couple and track in N AV mode and will automatically couple and track in N AV mode and
indicate CPLD on the annunciator panel. indicate CPLD on the annunciator panel.
d. A new course may be selected o ver the VOR station when d. A new course may be selected o ver the VOR station when
operating in the NAV mode by selecting a ne w radial when operating in the NAV mode by selecting a ne w radial when
the To-From indication changes. F or best performance, the To-From indication changes. F or best performance,
the use of the HDG SEL mode is recommended for course the use of the HDG SEL mode is recommended for course
changes in the cone area. changes in the cone area.
e. For VOR approach, see approach procedure. e. For VOR approach, see approach procedure.
(5) APPROACH PROCEDURES (5) APPROACH PROCEDURES

a. Tune the N AV recei ver to the appropriate V OR or ILS a. Tune the N AV recei ver to the appropriate V OR or ILS
frequency. frequency.
b. Set the heading bug and engage HDG to intercept the beam b. Set the heading bug and engage HDG to intercept the beam
at an y angle (maximum recommended intercept angle is at an y angle (maximum recommended intercept angle is
90°). 90°).
c. Engage APPR and note APPR ARM on the annunciator c. Engage APPR and note APPR ARM on the annunciator
panel. panel.
d. When the airplane approaches the beam, the APPR mode d. When the airplane approaches the beam, the APPR mode
will couple, HDG mode will decouple, and the FDI and/or will couple, HDG mode will decouple, and the FDI and/or
autopilot will gi ve commands to track localizer or V OR. autopilot will gi ve commands to track localizer or V OR.
It is recommended that an airspeed of 113 KIAS and 15° It is recommended that an airspeed of 113 KIAS and 15°
of flaps be used during autopilot coupled approaches. of flaps be used during autopilot coupled approaches.
e. When the glide slope beam is intercepted, the glide slope e. When the glide slope beam is intercepted, the glide slope
will couple automatically and indicate GS on the annun- will couple automatically and indicate GS on the annun-
ciator panel. If ALT was engaged prior to intercepting the ciator panel. If ALT was engaged prior to intercepting the
glide slope, it will automatically disengage when glide glide slope, it will automatically disengage when glide
slope couples. The airplane FDI and/or autopilot will no w slope couples. The airplane FDI and/or autopilot will no w
provide commands to track the localizer and glide slope. provide commands to track the localizer and glide slope.
Adjust the throttles to control speed on descent. Set the Adjust the throttles to control speed on descent. Set the
HDG b ug for missed approach b ut do not engage HDG. HDG b ug for missed approach b ut do not engage HDG.
9-112 9-112
NOTE NOTE
Should the GO-AR OUND mode be inadv er- Should the GO-AR OUND mode be inadv er-
tently selected during APPR mode operation, tently selected during APPR mode operation,
cancel the GO-AR OUND mode (press SYNC) cancel the GO-AR OUND mode (press SYNC)
prior to reselection of the APPR mode. It may prior to reselection of the APPR mode. It may
be necessary to use some combination of be necessary to use some combination of
vertical trim and po wer to recenter the GS for vertical trim and po wer to recenter the GS for
GS coupling. F ailure to follo w this procedure GS coupling. F ailure to follo w this procedure
will result in the GS mode being inhibited. will result in the GS mode being inhibited.
f. When the middle marker signal is received, the system will f. When the middle marker signal is received, the system will
automatically switch to a reduced gain. automatically switch to a reduced gain.
NOTE NOTE
APPR CPLD will reduce the flight control APPR CPLD will reduce the flight control
system gains. If this should occur , the APPR system gains. If this should occur , the APPR
mode should be recycled. mode should be recycled.
g. Landing or missed approach. g. Landing or missed approach.

1. Landing - Disengage autopilot and land. 1. Landing - Disengage autopilot and land.
2. Missed Approach - See Go-Around Procedure. 2. Missed Approach - See Go-Around Procedure.
h. Go-Around Procedure - Depress the GO-AROUND switch h. Go-Around Procedure - Depress the GO-AROUND switch
located on the left engine throttle, apply full po wer, retract located on the left engine throttle, apply full po wer, retract
gear and flaps. The autopilot, if engaged, will disengage, gear and flaps. The autopilot, if engaged, will disengage,
APPROACH may be engaged for a straight a way missed APPROACH may be engaged for a straight a way missed
approach or HDG SEL may be engaged to turn to missed approach or HDG SEL may be engaged to turn to missed
approach heading. After the Go-Around attitude has been approach heading. After the Go-Around attitude has been
established and the airplane has been trimmed, the established and the airplane has been trimmed, the
(6) BACK COURSE PROCEDURE (6) BACK COURSE PROCEDURE

The same as front course, e xcept that B ACK CRS is engaged The same as front course, e xcept that B ACK CRS is engaged
after APPR is engaged and the airplane must be set for descent after APPR is engaged and the airplane must be set for descent
Controller if in AL T HOLD, or by establishing the desired Controller if in AL T HOLD, or by establishing the desired
pitch angle using the CWS switch, or v ertical trim switch if in pitch angle using the CWS switch, or v ertical trim switch if in
PAH. PAH.
9-113 9-113
Installation of the King KFC 250 Flight Control System does not ef fect Installation of the King KFC 250 Flight Control System does not ef fect
9-114 9-114
AUXILIARY HEAT SYSTEM AUXILIARY HEAT SYSTEM
This supplement contains information necessary for the ef ficient This supplement contains information necessary for the ef ficient
operation of the airplane when the optional Auxiliary Heat System is operation of the airplane when the optional Auxiliary Heat System is
installed. The information contained in this supplement is to be used in installed. The information contained in this supplement is to be used in
conjunction with the complete handbook. conjunction with the complete handbook.
handbook based on compliance with CAR 3. 682(b); 3. 690; 3. 693; 3.694 handbook based on compliance with CAR 3. 682(b); 3. 690; 3. 693; 3.694
and 3. 695. and 3. 695.
(a) Do not exceed the maximum allowable generator electrical loading (a) Do not exceed the maximum allowable generator electrical loading
(See Section 2.7(e) this handbook). (See Section 2.7(e) this handbook).
(b) In the e vent the circulating f an is inoperati ve, the thermostat (b) In the e vent the circulating f an is inoperati ve, the thermostat
switches in the unit will actuate and trip the control circuit breaker. switches in the unit will actuate and trip the control circuit breaker.
CAUTION CAUTION
Do not reset this break er if it trips after three Do not reset this break er if it trips after three
minutes of operation. minutes of operation.
(c) A minimum of four fresh air v ents must be open when operating the (c) A minimum of four fresh air v ents must be open when operating the
system. system.
(d) It is recommended that the use of this system be limited to an (d) It is recommended that the use of this system be limited to an
occasional supplement to the comb ustion unit or as a temporary occasional supplement to the comb ustion unit or as a temporary
substitute for an inoperative combustion unit. substitute for an inoperative combustion unit.
(e) The use of the unit is restricted during ice operations due to the (e) The use of the unit is restricted during ice operations due to the
increase in electrical loading under these conditions. increase in electrical loading under these conditions.
(f) Placards: At the system selector switch: (f) Placards: At the system selector switch:
DO NOT EXCEED MAX. ALLOWED DO NOT EXCEED MAX. ALLOWED

GENERATOR LOADING GENERATOR LOADING
Above magnetic compass: Above magnetic compass:
COMPASS ERRATIC WITH COMPASS ERRATIC WITH

AUXILIARY HEAT ON AUXILIARY HEAT ON
(a) In case air flow is not felt at a v ent outlet upon turning on the unit, (a) In case air flow is not felt at a v ent outlet upon turning on the unit,
immediately deactivate the system. immediately deactivate the system.
(b) In the e vent the acti vation of the unit e xceeds the maximum (b) In the e vent the acti vation of the unit e xceeds the maximum
allowable electrical loading (See Section 2.7(e), this handbook), the allowable electrical loading (See Section 2.7(e), this handbook), the
pilot should immediately deactivate the unit. pilot should immediately deactivate the unit.
NOTE NOTE
The unit is deacti vated by turning the control The unit is deacti vated by turning the control
selector to the OFF position or by pulling the selector to the OFF position or by pulling the
Aux. Heat control circuit breaker. Aux. Heat control circuit breaker.
SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES
(a) Turn on the system by mo ving the control selector switch, located (a) Turn on the system by mo ving the control selector switch, located
on the right side of the instrument panel, to the ON position. This on the right side of the instrument panel, to the ON position. This
activates the heating unit and the recirculating f an. The control activates the heating unit and the recirculating f an. The control
selector has two positions: OFF and ON. selector has two positions: OFF and ON.
(b) Be sure at least four fresh air vents are open. (b) Be sure at least four fresh air vents are open.
(c) Verify the action of the recirculating fan by checking for air flow at (c) Verify the action of the recirculating fan by checking for air flow at
an open vent. an open vent.
(d) The auxiliary heat system should reach operating temperature (d) The auxiliary heat system should reach operating temperature
within three minutes. within three minutes.
NOTE NOTE
The auxiliary assembly will shut of f in the event The auxiliary assembly will shut of f in the event
the unit exceeds 450°F. the unit exceeds 450°F.
(e) The maximum temperature at the copilot fresh air outlet should not (e) The maximum temperature at the copilot fresh air outlet should not
exceed ambient plus 145° F. The unit is capable of deli vering 8500 exceed ambient plus 145° F. The unit is capable of deli vering 8500
BTU’s per hour with the recirculating f an deli vering 300 CFM BTU’s per hour with the recirculating f an deli vering 300 CFM
through the ventilating air ducts. through the ventilating air ducts.
(f) This unit should be considered primarily as an auxiliary backup to (f) This unit should be considered primarily as an auxiliary backup to
the standard comb ustion heating system. There is no automatic or the standard comb ustion heating system. There is no automatic or
external control over the heat produced by the unit. external control over the heat produced by the unit.
Installation of the Auxiliary Heat System does not af fect the basic Installation of the Auxiliary Heat System does not af fect the basic
performance information presented in Section 5 of this handbook. performance information presented in Section 5 of this handbook.
9-116a 9-116a
9-116b 9-116b
AUTO-IGNITION SYSTEM AUTO-IGNITION SYSTEM
This supplement contains information necessary for the ef ficient This supplement contains information necessary for the ef ficient
operation of the airplane when the optional auto-ignition system is installed. operation of the airplane when the optional auto-ignition system is installed.
The information contained within this supplement is to be used in The information contained within this supplement is to be used in
conjunction with the complete handbook. conjunction with the complete handbook.
This supplement has been “F AA Approved” as a permanent part of the This supplement has been “F AA Approved” as a permanent part of the
handbook based on F AR P art 3. 629 compliance and must remain in the handbook based on F AR P art 3. 629 compliance and must remain in the
handbook at all times when the auto-ignition system is installed. handbook at all times when the auto-ignition system is installed.
(a) The auto-ignition system becomes operational when the selector (a) The auto-ignition system becomes operational when the selector
switch is set in the auto position and the engine torque f alls below switch is set in the auto position and the engine torque f alls below
the range of 400 and 275 foot pounds. The system deacti vates when the range of 400 and 275 foot pounds. The system deacti vates when
an increasing engine torque reaches the range of 336 to 400 foot an increasing engine torque reaches the range of 336 to 400 foot
pounds. pounds.
(b) The system is electrically inacti ve with the condition le ver in the idle (b) The system is electrically inacti ve with the condition le ver in the idle
cut-off position. cut-off position.
(a) The auto-ignition system may be disconnected by either placing the (a) The auto-ignition system may be disconnected by either placing the
selector switch in the manual position or mo ving the condition lever selector switch in the manual position or mo ving the condition lever
to the idle cut-off position. to the idle cut-off position.
(b) When flying in hea vy precipitation, place selector switches in the (b) When flying in hea vy precipitation, place selector switches in the
MAN position. MAN position.
9-117 9-117
SECTION 4 - NORMAL PROCEDURES SECTION 4 - NORMAL PROCEDURES
(a) Proceed with normal engine start procedures. (a) Proceed with normal engine start procedures.
(b) Select the auto position in the o verhead engine control switch panel (b) Select the auto position in the o verhead engine control switch panel
for either or both the engines, after start. for either or both the engines, after start.
NOTE NOTE
During ground operation, auto-ignition is During ground operation, auto-ignition is

armed only when the starter switch is engaged. armed only when the starter switch is engaged.
(c) During Normal engine operation, with the condition le ver in a (c) During Normal engine operation, with the condition le ver in a
forward position and auto selected on the engine control switch forward position and auto selected on the engine control switch
panel, the auto-ignition system will introduce ignition when the panel, the auto-ignition system will introduce ignition when the
engine torque f alls belo w the range of 400 and 275 foot pounds. engine torque f alls belo w the range of 400 and 275 foot pounds.
NOTE NOTE
With MAN selected on the o verhead engine With MAN selected on the o verhead engine
control switch panel, ignition is continuous. control switch panel, ignition is continuous.
The operation of the auto-ignition system pro vides for automatic The operation of the auto-ignition system pro vides for automatic
engine ignition when the engine torque f alls below the range of 400 and 275 engine ignition when the engine torque f alls below the range of 400 and 275
foot pounds. No other changes in the basic performance pro vided by Section foot pounds. No other changes in the basic performance pro vided by Section
5 of the Pilot’s Operating Handbook are necessary for this supplement. 5 of the Pilot’s Operating Handbook are necessary for this supplement.
9-118 9-118
SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS

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

10.3 Operating Tips ............................................................................ 10-1 10.3 Operating Tips ............................................................................ 10-1

10-i 10-i
PA-31T1, CHEYENNE I OPERATING TIPS PA-31T1, CHEYENNE I OPERATING TIPS
SECTION 10 SECTION 10
OPERATING TIPS OPERATING TIPS
This section provides operating tips of particular v alue in the operation This section provides operating tips of particular v alue in the operation
of the PA-31T1 Cheyenne I. of the PA-31T1 Cheyenne I.
10.3 OPERATING TIPS 10.3 OPERATING TIPS
(a) Learn to trim for tak eoff so that only a v ery light back pressure on (a) Learn to trim for tak eoff so that only a v ery light back pressure on
the wheel is requited to rotate the airplane from the ground. the wheel is requited to rotate the airplane from the ground.
(b) On tak eoff, do not retract the gear prematurely . The airplane may (b) On tak eoff, do not retract the gear prematurely . The airplane may
settle and mak e contact with the ground because of lack of flying settle and mak e contact with the ground because of lack of flying
speed, atmospheric conditions or rolling terrain. speed, atmospheric conditions or rolling terrain.
(c) Always determine the position of the landing gear by checking the (c) Always determine the position of the landing gear by checking the
gear position lights and the mirror on the right side of the left cowl. gear position lights and the mirror on the right side of the left cowl.
(d) To slow the airplane while taxiing and to sa ve brakes and avoid the (d) To slow the airplane while taxiing and to sa ve brakes and avoid the
noise caused by re versing thrust, it is permissible to mo ve the prop noise caused by re versing thrust, it is permissible to mo ve the prop
levers to feather to allo w the airplane to slo w do wn. There is levers to feather to allo w the airplane to slo w do wn. There is
approximately a 15 second delay when bringing the props out of approximately a 15 second delay when bringing the props out of
feather before forward thrust can be reapplied. feather before forward thrust can be reapplied.
(e) To pre vent the restriction of airflo w to the pressurization control (e) To pre vent the restriction of airflo w to the pressurization control
valve, a void placing small, loose articles in the vicinity of the valve, a void placing small, loose articles in the vicinity of the
control valve trim co ver grill when loading the real baggage area. control valve trim co ver grill when loading the real baggage area.
(f) An alternate means of depressurizing aircraft other than the cabin (f) An alternate means of depressurizing aircraft other than the cabin
altitude controls is to slo wly and partially lift the emer gency gear altitude controls is to slo wly and partially lift the emer gency gear
access panel in a manner to control the rate or depressurization. access panel in a manner to control the rate or depressurization.
Depressurization may also be accomplished in emer gency Depressurization may also be accomplished in emer gency
conditions by pulling the cabin door seal circuit breaker. conditions by pulling the cabin door seal circuit breaker.
OPERATING TIPS PA-31T1, CHEYENNE I OPERATING TIPS PA-31T1, CHEYENNE I
(g) The shape of the wing fuel tanks is such that in certain maneuv ers (g) The shape of the wing fuel tanks is such that in certain maneuv ers
the fuel may mo ve a way from the tank outlet. If the outlet is the fuel may mo ve a way from the tank outlet. If the outlet is
uncovered, the fuel flo w will be interrupted and a complete loss of uncovered, the fuel flo w will be interrupted and a complete loss of
power will result. Pilots can pre vent inadvertent uncovering of the power will result. Pilots can pre vent inadvertent uncovering of the
outlet by ha ving adequate fuel in the tank and a voiding maneuvers outlet by ha ving adequate fuel in the tank and a voiding maneuvers
which could result in uncovering the outlet. which could result in uncovering the outlet.
Normal and running turning tak eoffs are not to be made when a Normal and running turning tak eoffs are not to be made when a
tank contains less than 100 lbs. of fuel as fuel flo w interruption may tank contains less than 100 lbs. of fuel as fuel flo w interruption may
occur. occur.
Prolonged slips or skids of 30 seconds or more, in an y pitch attitude Prolonged slips or skids of 30 seconds or more, in an y pitch attitude
or other unusual or abrupt maneuv ers which could cause or other unusual or abrupt maneuv ers which could cause
uncovering of the fuel outlet should be a voided when a tank uncovering of the fuel outlet should be a voided when a tank
contains less than 100 lbs of fuel. contains less than 100 lbs of fuel.
(h) In order to pre vent propeller strik es while taxiing on rough terrain (h) In order to pre vent propeller strik es while taxiing on rough terrain
or crossing o ver rises, the airplane should be taxied slo wly with or crossing o ver rises, the airplane should be taxied slo wly with
minimum power and rises should be crossed at an actute angle T ires minimum power and rises should be crossed at an actute angle T ires
and struts should be properly inflated. and struts should be properly inflated.
(i) The rudder pedals are suspended from a torque tube which e xtends (i) The rudder pedals are suspended from a torque tube which e xtends
across the fuselage. The pilot should become f amiliar with the across the fuselage. The pilot should become f amiliar with the
proper positioning of his feet on the rudder pedals so as to a void proper positioning of his feet on the rudder pedals so as to a void
interference with the torque tube when mo ving the rudder pedals interference with the torque tube when mo ving the rudder pedals
or operating the toe brakes. or operating the toe brakes.
(j) Strobe lights should not be operated when flying through hea vy (j) Strobe lights should not be operated when flying through hea vy
haze or clouds, since reflected light can produce spacial disori- haze or clouds, since reflected light can produce spacial disori-
entation. Sho w courtesy for other pilots by not operating strobe entation. Sho w courtesy for other pilots by not operating strobe
lights while taxiing in the vicinity of other aircraft. lights while taxiing in the vicinity of other aircraft.
(k) Pilots who fly abo ve 10,000 feet should be a ware of the need for (k) Pilots who fly abo ve 10,000 feet should be a ware of the need for
special physiological training. Appropriate training is a vailable for special physiological training. Appropriate training is a vailable for
a small fee at approximately twenty-three Air Force Bases through- a small fee at approximately twenty-three Air Force Bases through-
out the United States. The training is free at the N ASA Center in out the United States. The training is free at the N ASA Center in
Houston and at the F AA Aeronautical Center in Oklahoma. Houston and at the F AA Aeronautical Center in Oklahoma.
Forms to be completed (Physiological T raining Application and Forms to be completed (Physiological T raining Application and
Agreement) for application for the training course may be obtained Agreement) for application for the training course may be obtained
by writing to the following address: by writing to the following address:
PA-31T1, CHEYENNE I OPERATING TIPS PA-31T1, CHEYENNE I OPERATING TIPS
Chief or Physiological Training, AAC- 143 Chief or Physiological Training, AAC- 143
FAA Aeronautical Center FAA Aeronautical Center
P.O. Box 25082 P.O. Box 25082
Oklahoma City, Oklahoma 73125 Oklahoma City, Oklahoma 73125
It is recommended that all pilots who plan to fly abo ve 10,000 feet It is recommended that all pilots who plan to fly abo ve 10,000 feet
take this training before flying this high and then tak e refresher take this training before flying this high and then tak e refresher
training every two or three years. training every two or three years.
(l) In an ef fort to a void accidents, pilots should obtain and study the (l) In an ef fort to a void accidents, pilots should obtain and study the
safety related information made a vailable in FAA publications such safety related information made a vailable in FAA publications such
as regulations, advisory circulars, A viation News, AIM, and safety as regulations, advisory circulars, A viation News, AIM, and safety
aids. aids.
(m) When an open circuit break er is disco vered, reset the break er. If it (m) When an open circuit break er is disco vered, reset the break er. If it
pops again, allow a cooling off period of two to five minutes before pops again, allow a cooling off period of two to five minutes before
attempting to reset it again. attempting to reset it again.
(n) In high density areas where high traf fic pattern speeds are necessary (n) In high density areas where high traf fic pattern speeds are necessary
or when it is adv antageous to e xtend the gear , it is permissible to do or when it is adv antageous to e xtend the gear , it is permissible to do
so at speeds up to 154 KIAS. so at speeds up to 154 KIAS.
(o) 15° of flaps may be lo wered at airspeeds up to 171 KIAS, b ut to (o) 15° of flaps may be lo wered at airspeeds up to 171 KIAS, b ut to
reduce flap operating loads, it is desirable to ha ve the airplane at a reduce flap operating loads, it is desirable to ha ve the airplane at a
slower speed before extending the flaps. slower speed before extending the flaps.
(p) Flaps should be lowered in increments to preclude the possibility of (p) Flaps should be lowered in increments to preclude the possibility of
encountering difficulty in the e vent of a split flap position. It is good encountering difficulty in the e vent of a split flap position. It is good
practice to lo wer 15° of flaps, then lo wer the landing gear , then practice to lo wer 15° of flaps, then lo wer the landing gear , then
lower the remainder of the flaps. lower the remainder of the flaps.

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PILOT’S PILOT’S

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AIRPLANE AIRPLANE AIRPLANE AIRPLANE

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1.13 STANDARD AIRPLANE WEIGHTS 1.13 STANDARD AIRPLANE WEIGHTS