PA 31 325 Navajo CR Pilot's Operating

NAVAJO C/R
REFERENCE ONLY PA-31-325

THIS ELECTRONIC VERSION
OF THE POH IS
PILOT'S
NOT APPROVED TO OPERATING
REPLACE ANY OPERATING
INFORMATION REQUIRED HANDBOOK
BY THE REGULATIONS.
AND
FAA APPROVED
AIRPLANE FLIGHT MANUAL
AIRPLANE AIRPLANE
SERIAL NO. _ _ _ _ _ _ _ _,REGI8T. NO. _ _ _ _ _ _ _ __
PA31325
REPORT: LK1207 FAA APPROVED BY: d4L~..t,L,
D. H. TROMPLER
D.O.A. NO. 80-2
DATE OF APPROVAL: PIPER AIRCRAFT CORPORATION
SEPTEMBER 17,1979 LAKELAND, FLORIDA
FAA APPROVED IN NORMAL CATEGORY BASED ON CAR 3 AND FAR PART 21,
SUBPART J. THIS DOCUMENT INCLUDES THE MATERIAL REQUIRED TO BE
FURNISHED TO THE PILOT BY CAR 3 AND FAR PART 21, SUBPART J AND
CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUAL AND MUST BE CARRIED
IN THE AIRPLANE AT ALL TIMES. .
WARNING
EXTREME CARE MUST BE EXERCISED TO UMITTHE \JSEOF

THIS HANDBOOK TO APPLICABLE AIRCRAFT. THIS HAND-
BOOK IS VAUD FOR USE WITH THE AIRPLANE IDENTIFIED
I ON THE FACE OF THE TITLE PAGE. SUBSEQUENT REVISIONS
I SlJPPLIED BY PIPER AIRCRAFT CORPORATION MUST BE
PRO P E ~~~:~:_:~I_E 0
J
.________. _____. ____ ....... _____. _________.__
Published by
PUBLICATIONS DEPARTMENT
Piper Aircraft Corporation
Issued: September 17, ]979
REPorn: LK-J207
ii
APPLICABILITY APPLICABILITY
Application of this handbook is limited to the specific Piper PA-31-325 Application of this handbook is limited to the specific Piper PA-31-325
model airplane designated by serial number and registration number on the face model airplane designated by serial number and registration number on the face
of the title page of this handbook. of the title page of this handbook.
This handbook cannot be used for operational purposes unless kept in a This handbook cannot be used for operational purposes unless kept in a
current status. 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 THE APPROVED STC INSTALLATION IS INCORPORATED ON THE
AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED
BY THE INSTALLATION MUST BE INSPECTED IN 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 MAY STRUCTURES, PIPER PROVIDED INSPECTION CRITERIA MAY
NOT BE VALID FOR AIRPLANES WITH NON-PIPER APPROVED NOT BE VALID FOR AIRPLANES WITH NON-PIPER APPROVED
STC INSTALLATIONS. STC INSTALLATIONS.
REPORT: LK-1207 REPORT: LK-1207

REVISED: JULY 25, 2005 iii REVISED: JULY 25, 2005 iii
REVISIONS REVISIONS
The information compiled in the Pilots Operating Handbook, with the The information compiled in the Pilots Operating Handbook, with the
exception of the equipment list, will be kept current by revisions exception of the equipment list, will be kept current by revisions
distributed to the airplane owners. The equipment list was current at the distributed to the airplane owners. The equipment list was current at the
time the airplane was licensed by the manufacturer and thereafter must be time the airplane was licensed by the manufacturer and thereafter must be
maintained by the owner. maintained by the owner.
Revision material will consist of information necessary to update the Revision material will consist of information necessary to update the
text of the present handbook and/or to add information to cover added text of the present handbook and/or to add information to cover added
airplane equipment. airplane equipment.
I. Revisions I. Revisions
Revisions will be distributed whenever necessary as complete page Revisions will be distributed whenever necessary as complete page
replacements or additions and shall be inserted into the handbook in replacements or additions and shall be inserted into the handbook in
accordance with the instructions given below. accordance with the instructions given below.
1. Revision pages will replace only pages with the same page number. 1. Revision pages will replace only pages with the same page number.
2. Insert all additional pages in proper numerical order within each 2. Insert all additional pages in proper numerical order within each
section. section.
3. Page numbers followed by a small letter shall be inserted in direct 3. Page numbers followed by a small letter shall be inserted in direct
sequence with the same common numbered page. sequence with the same common numbered page.
II. Identification of Revised Material II. Identification of Revised Material
Revised text and illustrations shall be indicated by a black vertical line Revised text and illustrations shall be indicated by a black vertical line
along the outside margin of the page, opposite revised, added or deleted along the outside margin of the page, opposite revised, added or deleted
material. A line along the outside margin of the page opposite the page material. A line along the outside margin of the page opposite the page
number will indicate that an entire page was added. 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 by symbols a page will not be identified by symbols
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 1-22, 2-1 through 2-18, 3-1 through Title, ii through vii, 1-1 through 1-22, 2-1 through 2-18, 3-1 through
3-28, 4-1 through 4-27, 5-1 through 5-37, 6-1 through 6-84, 7-1 through 7-76, 3-28, 4-1 through 4-27, 5-1 through 5-37, 6-1 through 6-84, 7-1 through 7-76,
8-1 through 8-26, 9-1 through 9-129, and 10-1 through 10-3. 8-1 through 8-26, 9-1 through 9-129, and 10-1 through 10-3.

iv REVISED: JULY 25, 2005 iv REVISED: JULY 25, 2005
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS
Current Revisions to the PA31 325 Navajo C/R Pilot's Operating

Handbook, REPORT: LK-1207 issued September 17, 1979.
Revision FAA Approval

Number and Revised Description of Revision Signature and
Code Pages Date
Rev. 1 1-4 Added fuel additive info.

(PR800227) 419 Removed info.
4-27 Changed KIAS to KTAS.
515 Changed incorrect KCAS
speeds.
516 Corrected example.
5-21 Revised climb speed to best
rate of climb speed.
5-23 Revised example.
526 Revised engine model nos.
5-31 Revised example & note.
6-12 Revised rear baggage arm.
6-50 Revised item 321.
6-62 Added item 452.
678 Added item 672.
7-18 Corrected spelling.
7-24 Corrected para. reference.
7-31 Changed left side statement
to right side.
7-36 Revised wording.
7-41 Revised paragraph structure.
7-54 Revised para. to include
aft oxygen.
7-56 Changed Figure 7-41 to
include forward & aft
oxygen.

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

Code Pages Date
Rev. I (cont) 8-10 Corrected spelling.

8-14 Added fuel additive info.
8-15 Relocated info.
thru
~TromPler
8-18
9-3 Added supplement signature
thru pages and relocated material.
9-137 Feb. 27, 1980
Rev. 2
(PR800612)
2-17 Revised Windshield Wiper
placard; deleted Synchro-
phaser placard.
~ rompler
June 12, 1980
Rev. 3 2-i Revised Index

(PR800708) 2-2 Corrected stall speed
2-7 Remove Flap Indicator
Markings para. & revised
para. nos.
2-12, Revised para. nos.
2-14
3-i,3-3, Revised Engine Failure
3-4, During Takeoff info.
3-15,
3-16
3-17 Relocated material.
4-i Revised index.
4-2 Removed reference to
takeoff flaps.
4-8 Revised Before Takeoff,
Takeoff & Climb info.
4-9 Revised Before Landing &
Balked Landing info.
4-18 Revised para. 4.21 & 4.23.
4-19 Added para. 4.24 & rev ised
text.

vi vi

Code Pages Date
Rev. 3 (cont) 4-21 Revised para. 4.29.

4-22 Revised para. 4.31.
4-25 Removed reference to take-
off flaps.
5-4 Revised takeoff & ground run
distances.
5-17, Revised charts.
5-18,
5-19
6-35 Revised wing flap position
indicator no.
7-18, Removed reference to take-
9-26, off flaps.
9-36,
9-46,
9-53,
9-54,
ifl./J
. .H. rompler
9-62 July 8, 1980
Rev. 4 2-1 Revised para. 2.1.

(PR800917) 2-15 Revised item (b).
4-7 Relocated material.
6-20 Revised para 6.15.
6-41 Revised item 211 & 213.
6-42 Revised item 229. Added
item 231.
6-47 Revised item 285. Removed
item 291.
6-47a Added pg. Added items
290 & 291.
6-47b Added pg.

vi-a vi-a

Number and Pages Description of Revision Signature and
Code Pages Date
Rev. 4 (cont) 6-50 Revised item 321 to 317.

Removed item 323. Added
item 319.
6-50a, Added pg. Added item 3 I 9.
6-50b,
6-50c,
6-50d, Added pg. Added item 32 I.
6-50e.
6-50f
6-50g Added pg. Added items
321 & 323.
6-50h Added pg. Added item
325 & 32'i
6-51 Removed items 325 & 327.
Added item 328.
6-57 Removed item 391. Revised
item 395. Added item 396.
6-60 Revised item 425. Added
item 426.
6-62 Revised item 452. Revised
item 457 10 456.
6-62a Added pg. Added new item 457.
6-62b Added pg. Added item 458.
6-84 Added item 68 I
7-ii Revised Table of Contents
7-26 Corrected switch location
statement.
7-28 Added 3 amp flap control
breaker.
statement.
7-32 Removed radio light switch &
renumbered items.

vi-b vi-b

Number and Pages Description of Revision Signature and
Code Pages Dute
Rev. 4 (cont) 7-33 Revised callouts.

7-36 Revised PA system & ground
clearance energy saver info.
statement.
7-42 Added overhead switch.
statement.
7-49
7-58 Added optional chimes info. &
revised shoulder harness info.
7-71 Revised para. 7.71 & 7.73
7-72 Added fire extinguisher
warning
8-7 Revised item (c) (3).
9-i Revised Table of Contents.
9-4 Revised item (t) (3).
statement.
9-18 Added overhead switch
statement & removed note.
9-84 Revised item (e).
9-125 Revised Supplement II.
thru
9-138
9-139
thru
Added Supplement 12
through 16. ~~..t.
.H. rom11el'
9-192 Sept. 17, 1980
Rev. 5 11 Revised Warning.

(PR810220) 2-4 Revised item (m).
2-10 Deleted item (14); re
numbered items.
3-i,3-ii Revised Tnble of Contents.

vi-c vi-c

Code Pages Date
Rev. 5 (cont) 3-3 Revised Heading Title.

3-4 Rev ised Heading Title;
deleted Warning.
3-4a, Added pgs. (added Engine
3-4b, Failure During Short Field
3-4c, Takeoff Procedures).
3-4d
3-15 Revised Heading Title.
3-16 Revised Heading Title and
Warning.
3-16a, Added pgs. (added Engine
3-16b Failure During Short Field
Takeoff Procedures).
3-17 Added Engine Failure During
Short Field Takeoff
Procedures.
4-8 Revised Before Takeoff;
added Normal to Takeoff;
relocated Climb to pg. 4-9.
4-9 Added Short Field Takeoff
and Climb; relocated info. to
pg.4-10.
4-10 Added info. from pg. 4-9;
relocated info. to pg. 4-1 Oa.
4-lOa Added pg. (added info. from
pg.4-10)
4-lOb Added pg.
4-18 Revised para. 4.21; relocated
para. 4.23 to pg. 4-18a.
4-18a Added pg. (added para. 4.23
from pg. 4-18; added Short
Field Takeoff; added info.
from pg. 4-19).
4-18b Added pg.
4-19 Relocated info. to pg. 4-18a;
added into. from pg. 4-20.
4-20 Relocated info. to pg. 4-19.

vi-d vi-d

Code Pages Date
Rev. 5 (cont) 5-9 Revised List of Figures.

5-17 Revised Figure 5-13.
5-18, Revised Figure Titles and
5-19 numbers.
5-20 Relocated Figure 5-19 to pg.
5-20c; added Figure 5-16.
5-20a Added pg. (added new Fig.
5-(7).
5-20b Added pg. (added Fig. 5-18).
5-20c Added pg. (added Fig. 5-17
from pg. 5-20).
5-20d Added pg.
5-27 Revised Fig. 5-33.
528 Revised Fig. 5-35.
6-29 Added item 50.
6-32 Added item 94.
6-80
6-81
7-19
7-20
8-7
Revised item 675 k.
Revised item 675 I
Revised para. 7.19.
Revised para. 7.19 info.
Revised item (d)(3).
jlJ-A. t-
D.H. Trompler
Feb. 17, 1981
Rev. 6 2-i Added new para. 2.12.

(PR810817) 2-5 Added new para. 2.1 2.
5-4 Revised para. 5.5 (d) and (e).
5-5 Revised para. 5.5 (f).
5-9 Added and revised Figs. 5-28
thru 5-35.
5-10 Added and revised Figs. 5-47
thru 5-53.
524 Revised Fig. 527.
5-24a New pg.; added new
Fig. 5-28.
5-24h New pg.

vi-e vi-e
PILOT~S OPERATING HANDBOOK LOG OF REVISIONS (cont)

Number and Revise~ Description of Revision Signature and
Code Pages Date
Rev. 6 (cont) 5-26a New pg.; added new

Fig. 5-32.
5-26b New pg.; added new
Fig. 5-33.
5-26c New pg.; added Fig. 5-34.
526d Newpg.
5-27 Revised Fig. no.
5-28 Revised Fig. no.
6-i Changed pg. no.
6-6 Revised Fig. 6-7.
6-36 Removed item 129.
6-43 ' Added new item 243.
6-45 Added new items 252 and
253; renumbered existing
item 254.
6-46 Added new items 261 and
263; renumbered existing
items 265 thru 269.
6-47b Relocated items 293 thru
299 from pg. 6-48.
6-48 Moved items 293 thru 299
to pg. 6-47b; relocated items
30 I thru 303 from pg. 6-49.
6-49 Moved items 30 I thru 303
to pg. 6-48; relocated items
317 and 319 (a) thru (d)
from pg. 6-50.
6-50 Moved items 317 and 319
(a) thru (d) to pg. 6-49;
relocated item 319 info. from
pg.6-50a.
6-50a Moved, relocated and
thru revised item 319 info.
6-50b
6-62 Added .new item 450; moved
item 456 to pg. 6-62a.

vi-f vi-f

Code Pages Date
Rev. 6 (cont) 6-62a Relocated item 456 from

pg.6-62.
6-66 Added new item 494.
6-77a New pg.; relocated and
rev ised item 663 from
pg.6-78.
6-77b New pg.; added new item 664.
6-78 Moved item 663 to pg. 6-77a.
7-i Changed pg. no.
7-4 Revised para. 7.4; moved
para. 7.5 to pg. 7-5.
7-5 Relocated para. 7.5 from
pg. 7-4; moved info. to
pg.7-6.
7-6 Revised para. 7.5; relocated
info. from pg. 7-5.
7-19 Revised para. 7.17; revised
para. 7.19.
7-44 Revised and relocated
Fig. 7-33.
7-46 Revised para. 7.39; moved
info. to pg. 7-47.
7-47 Relocated info. from pg.
7 -46; moved info. to
pg.7-48.
7-48 Relocated info. from pg.
7-47; moved info. to
pg.7-49.
749 Relocated info. from pg.
7-48; moved info. to
pg.7-.50.
7-50 Relocated info. from
pg.7-49.

vi-g vi-g

Code Pages Date
Rev. 6 (cont) 7-60 Revised para. 7.53; moved

info. to pg. 7-62.
762 Relocated info. from
pg. 7-60. Revised para. 7.53;
~TrOmpl
moved info. to pg. 763.
7-63 Relocated info. from
pg.762.
815 Revised para. 8.25 (c). Aug. 20, 1981
Rev. 7 iii Revised para.

(PR820924) Ij Revised Table of Contents.
19 Corrected spelling.
1-13 Deleted pgs.; deleted para.
thru 1.21.
122
2-8,2-9 Revised para. 2.25 info.
3-i Relocated info. to pg. 3-ii;
revised Table of Contents.
3-B Added info. from pg. 3i.
3-27 Revised para. 3.33 info.
4i Relocated info. to new pg.
4ii; revised Table of Contents
4-ii Added pR.: added info. from
pg.4-i.
5-3 Revised para. 5.5 (b) info.
5-20c Revised fig. 519.
62 Revised para. 6.3.
6-6 Revised fig. 6-7.
67 Revised fig. 6-9.
7-ii Revised Table of Contents.
71 Added para. 7.3 info. from
pg.7-2.

vi-h vi-h
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (coot)

Number and Revised Description of Revision Shmature and
Code Pages Date
Rev. 7 (cont) 7-2 Relocated para. 7.3 info. to

pg. 7-1; revised para. 7.3 info.
7-26 Relocated para. 7.21 info. to
pg. 7.30; added fil!:. 7-19 from
pg.7-27.
7-27 Relocated fig. 7-19 to pg. 7-26;
added fig. 7-21 from pg. 7-28.
added tig. 7-23 from pg. 7-29;
revised fig. 7-23.
added new fig. 7-24.
pg. 7-30a; added para. 7.21
info. from pg. 7-26.
7-30a Added pg.; added para. 7.21
info. from pg. 7-30.
7-30b Added pg.
7-52. Revised para. 7.45 info.
7-53
7-54 Added para. 7.47 info. from
pg.7-55.
pg. 7-54; deleted fig. 7-39
(Oxygen Duration Chart);
added new fig. 7-39 (Oxygen
Duration Table); revised para.
7.47 info.

vi-i vi-i

Code Pages Date
Rev. 7 (cont) 763 Revised para. 7.57.

766 Revised para. 7.63 info.;
added para. 7.63 info. from
pg.7.67.
767 Relocated para. 7.63 info. to
Pg.766.
770 Revised para. 7.69
776 Added new para. 7.87.
8-3 Revised para. 8.3 info.; revised
para. 8.5.
8-4 Revised para. 8.5 info.; added
para. 8.7 info. from pg. 8-5.
pg.84.
811 Added Note.
825 Corrected spelling.
9i Revised Table of Contents.
9jj Added pg.; added new Sup
plements 17. 18 and 19 to
Table of Contents.
9-3 Revised Section I.
9-4 Relocated Scction 4 items (g)
and (h) to pg. 95; revised
Section 4 items (a) and (b).
9-5 Relocated Section 5 to pg. 9-6:
added Section 4 items (g) and
(h) from pg. 9-4; revised in
flight oxygen table.
9-6 Added Section 5 from pg. 95.
9]4 Revised Section 6.
9]7 Revised Section 7 (c).
922 Revised Note.
9-23 Revised Section 7 (h).

vi-j vi-j
Revision FAA Approved

Number and Revised Description of Revisions Signature
Code Pages and Date
Rev.7(cont) 9~25 Revised Section I.

9-35,
9-45,
9-57,
9-61,
9-77,
995,
9-11 I,
9-125,
9-139,
9~151
9-157 Revised supplement title;
revised Section 1.
9~158 Revised description and ilIust.
9-161 Revised Section 5.
9-163 Revised supplement title;
revised Section I.
9-164 Revised description.
9-165 Revised ilIust.
9169 Revised Section 5.
9~171 Revised Section I.
9-193 Added pgs.; added new SUp-
thru plement 17 (Edo-Aire Mitchell
9228 Century 41 Autopilot Model
AK847 or Century 41 Flight
Director Autopilot Model
AK8471FD)
9-229 Added pgs.; added new Sup
thru plement 18 (Bendix RDR-
9234 160XD and RDR-230HP
Color Weather Radar).
Jk~J
9-235 Added pgs.; added new SUp-
thru plement 19 (FCS-870 AFCS
9-264 with Flight Director Instal- D.H. Tromp e
lation). Oct. 15. 1982

vi-k vi-k

Code Pages and Date
Rev. 8 vii Revised Section 10 title.

(PR900504) 1-11 Added abbreviation
and definition.
3-9 Revised Engine Fire In
Flight Checklist.
3-22 Revised para 3-19..
4-5 Added Warning. Moved info.
to page 4-6
4-6 Relocated info. from page 4-5.
Moved info. to page 4-7.
4-7 Added Warning. Relocated info
from page 4-6. Moved info. to
page 4-8.
Revised Engine Run-Up
Checklist.
4-lOa Added Warning.
4-15 Added Warning. Revised para.
4.11. Moved info. to page 4-16.
4-17 Added Warning.
4-22 Added Warning. Relocated info
from page 4-23.
4-23 Moved info. to page 4-22.
Relocated info. from page 4-24.
4-24 Moved info. to page 4-23
4-25 Moved info. to page 4-24.
7-12 Added Warning to para. 7.13.
7-13 Revised para. 7.13. Relocated
info. from page 7-12

vi-l vi-l

Code Pages and Date
Rev. 8 (cont) 7-19 Revised para. 7.17.

8-2 Revised para. 8.1 and para. 8.3.
8-3 Info. moved to page 8-2.
8-6 Added Warning. Revised para.
8.9 (c) (2).
8.11 Revised para. 8.17 info. and
deleted info.
8-12 Info. deleted from para. 8.17.
Revised para. 8.21.
8-22 Added Caution to para. 8.43 (d)
823 Relocated info. from page 822.
8-25 Relocated info. from page 824.
826 Revised para. 8.43 (h).
9-79 Abbreviation added.
9-97 Abbreviation added.
9-237 Revised Section 2. para. U)
9-262 Revised iJlustration.
IO-i Revised Section title and
Table Of Contents.
10-1 Revised Section title. Revised 4'-'
para. 10.3 title. D. H Trompler
10-2. Revised Section title. May 8.1990
10-3

vi-m vi-m
PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont) PILOT'S OPERATING HANDBOOK LOG OF REVISIONS (cont)
Revision FAA Approved Revision FAA Approved

Number and Revised Description of Revisions Signature Number and Revised Description of Revisions Signature
Code Pages and Date Code Pages and Date
Rev.9 4-4 Revised para. 4.5 by adding Rev.9 4-4 Revised para. 4.5 by adding
(PR940317) caution and warning. (PR940317) caution and warning.
4-4 Relocated para. 4.5 info. to W. R. Moreu 4-4 Relocated para. 4.5 info. to W. R. Moreu
pg. 4-5. FAA/DOA pg. 4-5. FAA/DOA
Coordinator Coordinator
Date Date
Rev. 10 iii Added Warning and moved Rev. 10 iii Added Warning and moved
(PR050725) info. to page iv. (PR050725) info. to page iv.
iv Moved info. from page iii. iv Moved info. from page iii.
7-22 Revised para. 7.19. 7-22 Revised para. 7.19.
Temporary Remove from this handbook, Temporary Remove from this handbook,
Page (blue) and destroy. Page (blue) and destroy.
7-22a 7-22a
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 and 8-2. from pages 8-1 and 8-2.
8-2 Moved info. to page 8-1b 8-2 Moved info. to page 8-1b
and revised para. 8.3. Linda J. Dicken and revised para. 8.3. Linda J. Dicken
8-20 Revised para. 8.35. July 25, 2005 8-20 Revised para. 8.35. July 25, 2005
Rev. 11 3-i Revised TOC. Rev. 11 3-i Revised TOC.

(PR060110) 3-8 Added Warning. Relocated (PR060110) 3-8 Added Warning. Relocated
info to Page 3-9. info to Page 3-9.
3-9 Relocated info from Page 3-9 Relocated info from Page
3-8. Relocated info to Page 3-8. Relocated info to Page
3-10. 3-10.
3-10 Relocated info from Page 3-10 Relocated info from Page
3-9. Linda J. Dicken 3-9. Linda J. Dicken
3-21 Added Warning to Para. 3.9 Jan. 10, 2006 3-21 Added Warning to Para. 3.9 Jan. 10, 2006

vi-n REVISED: January 10, 2006 vi-n REVISED: January 10, 2006
TABLE OF CONTENTS
SECTION 1 GENERAL
SECTION 2 LIMITATIONS
SECTION 3 EMERGENCY PROCEDURES
SECTION 4 NORMAL PROCEDURES
SECTION 5 PERFORMANCE
SECTIONS WEIGHT AND BALANCE
SECTION 7 DESCRIPTION AND OPERATION OF

THE AIRPLANE AND ITS SYSTEMS
SECTION 8 AIRPLANE HANDLING, SERVICING

AND MAINTENANCE
SECTION 9 SUPPLEMENTS
SECTION 10 OPERATING TIPS

vii vii
INTENTIONALLY LEFT BLANK INTENTIONALLY LEFT BLANK
TABLE OF CONTENTS
SECTION 1
GENERAL
Paragraph Page
No. No.
1.1 Jntroduction .............................................................................. 1-1
1.3 Engines ............... ...................................................................... 1-3
1.5 Propellers.................................................................................. 1-3
1.7 Fuel........................................................................................... 1-4
1.9 Oil ........................................................................................... 1-4
1.11 Maximum Weights ............................................................ ....... 1-4
1.13 Standard Airplane Weights....................................................... 1-5
1.15 Baggage Space ......................................................................... 1-5
) .17 Specific Loadings ..................................................................... 1-5
1.19 Symbols, Abbreviations and Terminology............................... 1-7

1-i 1-i
PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1
PA-31-325, NAVAJO C/R GENERAL PA-31-325, NAVAJO C/R GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
This Pilot's Operating Handbook is designed for maximum utilization

as an operating guide for the pilot. It includes the material required to be
furnished to the pilot by C.A.R. 3 and FAR Part 21 Subpart J. It also
contains supplemental data supplied by the airplane manufacturer.
This handbook is not designed as a substitute for adequate and

competent flight instruction, knowledge of current airworthiness directives,
applicable federal air regulations or advisory circulars. It is not intended to
be a guide for basic flight instruction or a training manual and should not be
used for operational purposes unless kept in a current status.
Assurance that the airplane is in an airworthy condition is the

responsibility of the owner. The pilot in command is responsible for
determining that the airplane is safe for f1jght. The pilot is also responsible
for remaining within the operating limitations as outlined by instrument
markings, placards, and this handbook.
Although the arrangement of this handbook is intended to increase its

in-f1jght capabilities, it should not be used solely as an occasional operating
reference. The pilot should study the entire handbook to familiarize himself
with the limitations, performance, procedures and operational handling
characteristics of the airplane before flight.
The handbook has been divided into numbered (arabic) sections each
provided with a "finger-tip" tab divider for quick reference. The limitations
and emergency procedures have becnpJaced ahead of the normal
procedures, performance and other sections to provide easier access to
information that may be required in tlight. The Emergency Procedures
Section has been furnished with a red tab divider to present an instant
reference to the section. Provisions for expansion of the handbook have
been made by the deliberate omission of certain paragraph numbers, figure
numbers, item numbers and pages noted as being intentionally left blank.
ISSUED: SEPTEMBER 17, 1979 REPORT: LK-1207 ISSUED: SEPTEMBER 17, 1979 REPORT: LK-1207
1-1 1-1
SECTION 1 PIPER AIRCRAFT CORPORATION SECTION 1 PIPER AIRCRAFT CORPORATION
GENERAL PA-31-325, NAVAJO C/R GENERAL PA-31-325, NAVAJO C/R
_---II' ....., - - -....
- 40' ... , - - - - , - - - - - - - - .
,.......O..DIA
n ., n
iJ ~, ii
1 ... 13' s.. .. ___ J
I...... ~. -.. .._.. 32' 1.5" _. _ ..... - ....._.. _._._--
THREE VIEW
Figure 1-1
REPORT: LK-1207 ISSUED: SEPTEMBER 17, 1979 REPORT: LK-1207 ISSUED: SEPTEMBER 17, 1979
1-2 1-2
1.3 ENGINES.
(a) Number of Engines 2

(b) Engine Manufacturer Lycoming
(c) Engine Model Number
(I) Left TIO-540-F2BD
(2) Right LTIO-540-F2BD
(d) Rated Horsepower 325
(e) Rated Speed (rpm) 1.575
(f) Bore (inches) 5.125
(g) Stroke (inches) 4.375
(h) Displacement (cubic inches) 541.5
(i) Compression Ratio 7.3:1
U) Engine Type Six Cylinder, Direct Drive, Fuel Inj.,
Turbocharged, Horizontally Opposed, Air Cooled
1.5 PROPELLERS
(a) Number of Propellers 2

(b) Propeller Manufacturer Hartzell
(c) Blade Model
(I) Left FC8468-6R or 7R
(2) Right FJC8468-6R or 7R
(d) Number of Blades 3
(e) Hub Model
(1) Left HC-E3YR-2ATF
(2) Right HC-E3YR-2ALTF
(f) Propeller Diameter (inches)
(I) Maximum 80
(2) Minimum 78
(g) Propeller Type Feathering Constant Speed,
Hydraulically Actuated
1-3 1-3
1.7 ).i'UEL
(a) Fuel Capacity (U.S. gal) (total) 192

(b) Usable Fuel (U.S. gal) (total) 183.4
(c) Fuel Grade Aviation *
(1) Minimum Octane 100/130 - Green
(2) Specified Octane .100/130 - Green
100 - Green
100 LL - Blue
(3) Alternate Fuels ** 115/145 - Purple

Refer to Lycoming Service
Instruction 1070. Revision
J or later.
1.9 OIL
(a) Oil Capacity (U.S. quarts) (each engine) 12

(b) Oil Specification Refer to latest issue
of Avco-Lycoming Service Instruction 1014.
(c) Oil Viscosity per Average
Ambient Temp. for Starting Refer to
Section 8, Paragraph 8.23.
1.11 MAXIMUM WEIGHTS
(a) Maximum Ramp Weight (fbs) 6540

(b) Maximum Takeoff Weight (Ibs) 6500
(c) Maximum Landing Weight (Ibs) 6500
(d) Maximum Zero Fuel Weight (lbs) 6200
(e) Maximum Weights in Baggage Compartments (Ibs)
(I) Forward (Nose) 150
(2) Aft . 200
(3) Nacelle Compartment (each) 150
* Anti-icing additive per MIL-I-27686

is approved for use in the above fuels
in the amount by volume 0.15% maximum. (See Section 8 for blending
and handling procedures.)
** Alternate Fuels refers to military grade with 4.6 ml of TEL. See Section
8.25 concerning use of alternate fuel grades.
1-4 REVISED: FEBRUARY 27, 1980 1-4 REVISED: FEBRUARY 27, 1980
1.13 STANDARD AIRPLANE WEIGHT*
(a) Standard Empty Weight (lbs): Weight of a

standard airplane including unusable fuel,
full operating fluids and full oil. 4099
(b) Maximum Useful Load (lbs): The difference
between the Maximum Ramp Weight and
the Standard Empty Weight. 2441
1.15 BAGGAGE SPACE
FORWARD AFT NACELLE

(a) Compartment Volume
(cubic feet) 14 22 13.25 (ea.)
(b) Entry Width (inches) 26.5 27.5** 20
(c) Entry Height (inches) 20 47 40
1.17 SPECIFIC LOADINGS
(a) Wing Loading (lbs per sq ft) 28.4

(b) Power Loading (lbs per hp) 10.0
* These values are approximate and vary from one aircraft to another.
Refer to Figure 6-7 for the Standard Empty Weight value and the Useful
Load value to be used for C.G. calculations for the aircraft specified.
** Aft cargo entry width is increased to 45 inches when optional cargo door
is installed.
1-5 1-5
THIS PAGE INTENTIONALLY LEFf BLANK
1-6 1-6
1.19 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and

terminology used throughout the handbook and those which may be of
added operational significance to the pilot.
(a) General Airspeed Terminology and Symbols
CAS Calibrated Airspeed means the indicated

speed of an aircraft, corrected for position
and instrument error. Calibrated airspeed
is equal to true airspeed in standard
atmosphere at sea level.
KCAS Calibrated Airspeed expressed in Knots.
GS Ground Speed is the speed of an airplane

relative to the ground.
lAS Indicated Airspeed is the speed of an

aircraft as shown on the airspeed indicator
when corrected for instrument error. lAS
values published in this handbook assume
zero instrument error.
KIAS Indicated Airspeed expressed in Knots.
M Mach number is the ratio of true airspeed

to the speed of sound.
TAS True Airspeed is the airspeed of an airplane

relative to undisturbed air which is the
CAS corrected for altitude, temperature
and compressibility.
Maneuvering Speed is the maximum

speed at which application of full available
aerodynamic control will not overstress the
airplane.
VrB Maximum Flap Extended Speed is

the highest speed permissible with wing flaps
in 11 prescribed extended posil ion.
1-7 1-7
Maximum Landing Gear Extended

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

Speed is the maximum speed at which the
landing gear can be safely extended or
retracted.
Air Minimum Control Speed is the

minimum flight speed at which the airplane
is directionally controllable as determined
in accordance with Federal Aviation
Regulations. Airplane certification
conditions include one engine becoming
inoperative and windmilling; not more
than a 5 bank towards the operative
engine; takeoff power on operative engine;
landing gear up; flaps in takeoff position;
and most rearward C.G.
Never Exceed Speed or Mach

Number is the speed limit that may not be
exceeded at any time.
Maximum Structural Cruising Speed

is the speed that should not be exceeded
except in smooth air and then only with
caution.
Stalling Speed or the minimum steady

flight speed at which the airplane is
controllable.
Stalling Speed or the minimum steady

flight speed at which the airplane is
controllable in the landing configuration.
Intentional One Engine Inoperative

Speed is a minimum speed selected by the
manufacturer for intentionally rendering
one engine inoperative in flight for pilot
training.
1-8 1-8
Best Angle-of-Climb Speed is the airspeed

which delivers the greatest gain of altitude
in the shortest possible horizontal distance.
Vy Best Rate-of-Climb Speed is the airspeed

which delivers the greatest gain in altitude
in the shortest possible time.
(b) Meteorological Terminology
ISA International Standard Atmosphere in

which: The air is a dry perfect gas; The
temperature at sea level is 15 Celsius (59
Fahrenheit); The pressure at sea level is
29.92 inches Hg (l 0 13 mb); The
temperature gradient from sea level to the
altitude at which the temperature is -56.5
C (-69.7F) is -O.OOI98C (-O.003566F)
per foot and zero above that altitude.
OAT Outside Air Temperature is the free air

static temperature, obtained either from
inflight temperature indications or ground
meteorological sources, adjusted for
instrument error and compressibility
effects.
Indicated Pressure The number actually read from an

Altitude altimeter when the barometric subscale has
been set to 29.92 inches of mercury (1013
millibars).
Pressure Altitude Altitude measured from standard sea-level

pressure (29.92 in. Hg) by a pressure or
barometric altimeter. It is the indicated
pressure altitude corrected for position and
instrument error. In this handbook,
altimeter instrument errors are assumed to
be zero.
Stillion Pre!lsure Actual ntmospheric pressure at field

elevation.
REVISED: SEPTEMBER 24, 1982 1-9 REVISED: SEPTEMBER 24, 1982 1-9
Wind The wind velocities recorded us vuriables

on the charts of this handbook are to be
understood as the headwind or tailwind
component of the reported winds.
(c) Power Terminology

(Spedific)
Maximum Con- Maximum power permissible contin-

tinuous Power uously during takeoff, one engine in-
operative, and emergency operations only.
Maximum Normal Maximum power permissible continu-

Operating Power ously during all normal operations.
(d) Engine Instruments
EGT Gauge Exhaust Gas Temperature Gauge
(e) Airplane Performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in

height during a portion of a climb, to the
horizontal distance traversed in the same
time interval.
Demonstrated The demonstrated crosswind velocity is the

Crosswind velocity of the crosswind component for
Velocity which adequate control of the airplane
during takeoff and landing was actually
demonstrated during certification tests.
Accelerate-Stop The di!ltance required to accelerate an air-

Distance plane to a specified speed and, assuming
failure of an engine at the instant that speed
is attained, to bring the airplane to a stop.
MEA Minimum en route IFR altitude.
Route Segment A part of a route. Each end of that part is

identified by: (1) a geographical location;
or (2) a point at which a definite radio fix
can be established.
1-10 1-10
BSFC Brake Specific Fuel Consumption (BSFC)

is the number of pounds of fuel burned
per hour to produce one horsepower.
(f) Weight and Balance Terminology

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

usually given in terms of distance from the
reference datum.
Arm The horizontal distance from the reference

datum to the center of gravity (C.G.) of an
item.
Moment The product of the weight of an item

multiplied by its arm. (Moment divided by
a constant is used to simplify balance
calculations by reducing the number of
digits.)
Center of Gravity The point at which an airplane would

(C.G.) balance if suspended. Its distance from the
reference datum is found by dividing the
total moment by the total weight of the
airplane.
C.G. Arm The arm obtained by adding the airplane's

individual moments and dividing the sum
by the total weight.
C.G. Limits The extreme center of gravity locations

within which the airplane must be operated
at a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been

completed in accordance with govern-
mental regulations.
REVISED: MAY 4, 1990 1-11 REVISED: MAY 4, 1990 1-11
Basic Empty Standard empty weight plus optional

Weight equipment.
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or

ramp weight if applicable, and basic empty
weight.
Maximum Ramp Maximum weight approved for ground

Weil!ht maneuver. (It includes weight of start, taxi
and run up fuel.)
Maximum Maximum weight approved for the start

Takeoff Weight of the takeoff run.
Maximum Maximum weight approved for the landing

Landing Weight touchdown.
Maximum Zero Maximum weight exclusive of usable fuel.

Fuel Weight
1-12 1-12
TABLE OF CONTENTS
SECTION 2
LIMITATIONS
Paragraph Page
No. No.
2.1 General ....................................................................................... . 2-1

2.3 Airspeed Lin1ilaliolls ................................................................ .. 2-1
2.5 Airspeed Indicator Markings .................................................... .. 2-3
2.7 Power Plant Lilnitalions ............................................................ . 2-3
2.9 Power Plant InstnnnCllt Markings ............................................. . 2-4
2.11 Weight Lilnits ........................................................................... .. 2-5
2.12 Fuel Limitalions .............................................. ~ .......................... . 2-5
2.13 Center of Gravity Lbnits ........................................................... .. 2-6
2.15 Maneuver Lilnits ........................................................................ . 2-6
2.17 Flight. Load Factor Limits (Maneuvers) .................................... . 2-6
2.19 Cowl Flaps LiJnilatiolls ............................................................. .. 2-6
2.21 Minimum Crew .......................................................................... . 2-7
2.23 Maximum Opemting Altitude .................................................... . 2-7
2.25 Types of Operation Limits ........................................ ;............... .. 2-7
2.27 Noise Level ................................................................................ . 2-12
2.29 Placards ...................................................................................... . 2-14

2-i 2-i
PA-31-325, NAVAJO C/R LIMITATIONS PA-31-325, NAVAJO C/R LIMITATIONS
SECTION 2
LIMITATIONS
2.1 GENERAL
This section provides the "FAA Approved" operating limitations.

instrument markings, color coding and basic placards necessary for the
operation of the PA-31-325 Navajo C/R and its systems.
Limitations associated with those optional systems nnd equipment

which require handbook supplements can be found in Section 9
(Supplements).
2.3 AIRSPEED LIMITATIONS
SPEED KCAS KIAS
Never Exceed Speed (V NB) Do not

exceed this speed in any operation. 236 230
Maximum Structural Cruising Speed

(V NO) - Do not exceed this speed
except in smooth air and then only
with caution. 187 183
Design Maneuvering Speed (VA) -

Do not make full or abrupt control
movements above this speed. 159 155
Maximum Flaps Extended Speed

(V FB) - Do not exceed this speed
with a given flap setting.
Flaps extended speeds
15 flap 160 158
25 flap 160 158
40 flap 130 127
LIMITATIONS PA-31-325, NAVAJO C/R LIMITATIONS PA-31-325, NAVAJO C/R
SPEED KCAS KIAS

Maximum Gear Extended Speed
(VLB) - Do not exceed this speed
with landing gear extended. 156 152
Maximum Landing Gear Operating

Speed (VLO) - Do not extend or
retract landing gear above this speed.
Extend 156 152
Retract 130 ]27
Air Minimum Control Speed (VMCA) -

Lowest airspeed at which airplane
is controllable with one engine
operating and takeoff flaps. 74 7]
Stall Speed (full flaps, gear down,

power off, 6500 Ibs.) 63 70
(See Section 5, Performance, for
stall speeds at reduced weights.)
NOTE
The maximum altitude loss during a single.

engine stall, gear and flaps retracted is 500 feet.
Altitude loss is less for other aircraft
configurations.
Demonstrated Crosswind Velocity 20KTS
2-2 REVISED: JULY 8, 1980 2-2 REVISED: JULY 8, 1980
2.5 AIRSPEED INDICATOR MARKINGS
MARKING KIAS
Green Arc (Normal Operating Range) 76 to 183

Yellow Arc (Caution Range - Smooth Air) 183 to 230
White Arc (Flaps Extended Range) 70 to 127
Radial Red Line (Never Exceed -'Smooth Air) 230
Radial Red Line (Minimum Control Speed -
Single Engine) 71
Radial Blue Line (Best Rate of Climb Speed -
Single Engine) 97
2.7 POWER PLANT LIMITATIONS
(a) Number of Engines 2

(b) Engine Manufacturer Lycoming
(c) Engine Model Number
(1) Left TIO-540-F2BD
(2) Right LTIO-540-F2BD
(d) Engine Operating Limits
(1) Maximum Continuous Power
a. Maximum Horsepower 325
b. Maximum Rotational Speed (RPM) 2575
c. Maximum Manifold Pressure
(Inches of Mercury)
To 14,000 feet 49.0
14,000 to 24,000 feet 49.0 minus 1.6 per
1000 feet increase
d. Maximum Cylinder Head Temperature 5000 P
(2) Maximum Normal Operating Power
(Top of Tachometer and Manifold
Pressure Gauge Green Arc)
a. Maximum Horsepower 275
b. Maximum Rotational Speed 2400
c. Maximum Manifold Pressure
(Inches of Mercury)
To 19,700 feet 39.5
19,700 to 24,000 feet 39.5 minus 1.6 per
1000 feet increase
d. Maximum Cylinder Head Temperature 475F
(3) Maximum Oil Temperature 245P
(4) Maximum Exhaust Gas Temperature 16500 P
2-3 2-3
(e) Oil Pressure

Minimum (red line) 25 PSI
Maximum (red line) 100 PSI
(f) Fuel Pressure
Normal Operating Range (green arc) 30 PSI to 55 PSI
Minimum (red line) 30 PSI
Maximum (red line) 55 PSI
(g) Fuel Grade (minimum octane) 100/130 - Green
(h) Number of Propellers 2
(i) Propeller Manufacturer Hartzell
(j) Propeller Hub Model
(1) Left HC-E3YR-2ATF.
(2) Right HC-E3YR-2ALTP
(k) Propeller Blade Model
(I) Left PC8468-6R
(2) Right PJC84686R
(I) Propeller Diameter
Maximum 80 IN.
Minimum 78 IN.
(m) Propeller Pitch Settings at 30 Inch Station
Low Pitch Stop 13.20 0.1
High Pitch Stop (Peathered) 82.0 1.0
2.9 POWER PLANT INSTRUMENT MARKINGS
(a) Tachometer
Green Arc (Normal Operating Range) 500 RPM to 2400 RPM
Radial Red Line (Maximum) 2575 RPM
(b) Fue] Pressure
Green Arc (Normal Operating Range) 30 PSI to 55 PSI
Radial Red Line
Minimum 30 PSI
Maximum 55 PSI
(c) Cylinder Head temperature
Green Arc (Normal Range) 100F to 475P
Yellow Arc (Caution) 475P to 5000 P
Radial Red Line (Never Exceed) 500 0 P
(d) Oil Temperature
Green Arc (Normal Operating Range) 1200 P to 245P
Yellow Arc (Caution) 500 P to 1200 P
Radial Red Line (Maximum) 245P
(e) Oil Pressure

Green Arc (Normal Operating Range) 60 PSI 10 90 PSI
Yellow Arc (Caution) 25 PSI 1060 PSI
and 90 PSI 10 100 PSI
Radial Red Line (Minimum) 25 PSI
Radial Red Line (Maximum) 100 PSI
(I) Exhaust Gas Temperature
Green Arc (Normal Operating Range) Zero or lower scale
limillo 1650F
Radial Red Line (Never Exceed) 16500 r
(g) Manifold Pressure
Radial Red Line (Never Exceed) 49 IN. IIG.
Green Arc (Normal Operating Range) 181N. BO.lo
39.S1N. HG
2.11 WEIGHT LIMITS
(a) Maximum Ramp Weight 6540 LaS

(h) Maximum Takeoff Weight 6500 Las
(c) Maximum Landing Weight 6500 Las
(d) Maximum Weights in Baggage Compartments
Forward (Nose) 150 Las
Aft 200 Las
Nacelle (per side) ISO Las
NOTE
It is the responsihility of the airplane owner and

the pilot to insure that the airplane is properly
loaded. Maximum allowable takeoff and
landing weight is 650(} Ibs. Maximum allowable
ramp weight is 6540 los. See Section 6 (Weight
and Balance) fOl' proper loading instructions.
2.12 FUEL LIMITATIONS
(a) Fuel Capacity (U.S. gal.) (total) 192

(h) Usable Fuel (U.S. gal.) (tolal) 183.4
REVISED: AUGUST 17, 1981 2-5 REVISED: AUGUST 17, 1981 2-5
2.13 CENTER Oli' GRAVITY LIMITS (GEAR EXTENDED)
Weight Forward Limit Rearward Limit .

Pounds Inches Aft of Datum Inches Aft of Datum
6540 (Max. Ramp) 134.0 138

6500 (Max. TakeofO 134.0 138
6000 128.5 138
5000 or less 121.4 138
NOTES
Straight line variation between the points

given.
Datum line is located 137 inches ahead of the

wing main spar centerline.
2.15 MANEUVER LIMITS
This is a normal category airplane. All intentional acrobatic maneuvers

(including spins) are prohibited.
2.17 FLIGHT LOAD FACTOR LIMITS (MANEUVERS)
(a) Positive Load Factor (Maximum) 3.60

(b) Negative Load Factor (Maximum) -1.44 G
(No Inverted Maneuvers Approved)
(c) Positive Load Factor (Flaps down) (Maximum) 2.000
2.19 COWL FLAPS LIMITATIONS
Cowl flaps are provided to allow control of engine temperatures. The

cowl flaps should be open during ground operations and in climbs. In no
case should the cylinder head temperature be allowed to exceed 500F or
the oil temperature to exceed 245P.
2-6 2-6
2.21 MINIMUM CREW
The minimum crew for operating this airplane is one pilot unless the
type of operation (air taxi, for example - see FAR 's) requires a copilot.
2.23 MAXIMUM OPERATING ALTITUDE
24,000 feet
2.25 TYPES OF OPERATION LIMITS
The Federal Aviation Regulations make the operator of an aircraft

responsible for insuring that sufficient and proper instruments and
equipment are installed, operating, and calibrated for the type of flight being
undertaken. These regulations (for example, see FAR 91.3(a), 91.25, 91.33,
91.97 and 91.170} also specify the minimum instruments and equipment
which must be available for the various types of flight such as YFR, IFR,
night, commercial, air taxi, high altitude, icing and so on. It is recommended
that pilots of this aircraft make themselves familiar with these regulations in
order to avoid violating them. While the regulations list minimum
instruments and equipment, experienced pilots realize that the minimum
practical instruments and equipment depends on the pilot's capability,
weather, terrain, the flight plan, faciliti"es to be used, whether flight is during
daylight or night, at high or low altitude, for hire or not, in icing conditions
or not, and so on. Pilots are cautioned to consider all factors in determining
whether they have all the required equipment for making a particular flight.
When properly equipped this airplane may be flown day or night, YFR
or IFR, and in known icing.
The certificating regulations of the FAA for this airplane require the
manufacturer to specify in the Pilot's Operating Handbook the types of
operation for which the airplane is equipped.
The equipment installed in this aircraft has been substantiated to 24,000

feet.
REVISED: JULY 8, 1980 2-7 REVISED: JULY 8, 1980 2-7
When this airplane was licensed it contained the properly installed

equipment listed in the Equipment List and, therefore, was satisfactory for
the types of operation indicated below by an asterisk.
(a) Day VFR
(b) Night VFR
(c) Day and night IFR after adequate communication and

navigation radio has been installed in an FAA approved
manner.
(d) Day and night IFR
(e) Known icing after deicing and icing equipment listed on a

following page for operation in known icing conditions has
been installed in accordance with Piper drawings or in an
FAA approved manner.
(0 Known icing.
Operators are warned that if any of the equipment listed as having been
installed at time of licensing is changed, not operating, or not properly
maintained and calibrated. the airplane may not be properly equipped for all
the conditions noted above. It is the responsibility of the pilot to determine
whether the lack of a piece of equipment limits the conditions under which
he may fly the airplane.
AIRCRAFT
REGISTRATION NO. SERIAL NO.
Owners desiring to make changes or additions to the equipment must

have these modifications done in an FAA-approved manner. All PA-31-325
aircraft are licensed equipped for day and night VFR flight, and for IFR
flight except when there may be insufficient communications or navigation
radio equipment installed.
The performance, handling qualities and structure of the airplane are

approved for instrument flight.
2-8 REVISED: SEPTEMBER 24, 1982 2-8 REVISED: SEPTEMBER 24, 1982
If an owner of an airplane which is approved for VFR flight only desires

to extend his operations to IFR, he should have radio equipment installed in
accordance with Piper-approved drawings or other FAA-approved data
(or data approved by the aviation agency of the country of registration). The
owner should insure that the radio equipment is adequate for the ground
facilities to be used. is of sufficiently high quality and reliability, is properly
functioning, adjusted and calibrated, and that it is compatible with
previously installed equipment before authorizing it to be flown under
instrument conditions.
This airplane is approved for day and night VFR and IFR flight when all
of the following conditions have been met: The original equipment or FAA-
approved equivalent is installed originally or in an FAA-approved manner,
is functioning properly, and is calibrated in accordance with Federal
Aviation Regulations; and adequate radio communications and navigation
equipment is installed in the same manner indicated .above.
If the airplane is approved for night IFR. but is not approved for flight
in icing conditions when licensed, it will be necessary for an owner to add all I
the equipment listed in this section as required for flight in icing conditions
if he desires to operate in icing conditions. If this equipment is properly
installed in accordance with Piper-approved drawings and all the other
equipment required for night IFR flight is installed in an FAA-approved
manner, is ~dequate for the ground facilities to be used, is of sufficient
quality, is functioning properly, and is calibrated in accordance with the
FAR's, the airplane is approved for IFR flight in known icing conditions. If
anti-icing and deicing equipment is not installed in accordance with Piper
drawings, FAA approval or approval of the aviation agency of the country
of registry must be obtained in order to legally conduct flight in icing
conditions.
Flight through any icing conditions is prohibited if any of the anti-icing

or deicing equipment is missing or not functioning.
Pilots are reminded that oxygen must be available to passengers and

crew during high altitude flight and that.spccial electronic equipment is
I
required for flight above specified altitude.
FAR 135 places special requirements on air taxi and commercial

operators.
In accordance wilh Ihe FAR's, this airplane is not properly equipped for
the condition of flighl indicated if any of the equipment listed below is not
properly installed, functioning. properly maintained and calibrated
according 10 the FAR's. The piiOl is responsible for assuring compliance
with lhe latest ammendmellls to FAR 91 concerning required equipment.
(a) Day VFR
(I) Airspeed indicator
(2) Altimeter
(3) Magnetic direction indicator
(4) Tachometer - each engine
(5) Oil pressure gauge each engine
(6) Siall warning indicator
(7) Oillempcralure gauge - each engine
(8) Manifold pressure gauge - each engine
(9) Fuel gauges
(10) Fuel pressure indicator - each engine
( 11) Exhaust gas temperature gauge - each ell gine
(12) Landing gear position indicator
(13) Seat belts - each occupant
(14) Emergency locator transmitter
(15) Above 12,500 feet - transponder with automatic altitude
reporting capability.
(16) Slarter - each engine
(b) Nighl VFR

(1) All equipment required for Day VFR
(2) Position lights
(3) Strobe lights or rotating beacon
(4) Alternator - each engine
(5) Instrument lights
(6) Landing light, if for hire
(c) Day IFR

(I) All equipment required for Day VFR
(2) Two-way radio for communication
(3) Suitable and adequate navigation radio equipment
(4) Gyroscopic rate of turn indicator
(5) Bank indicator
(6) Clock with sweep second hand
(7) Sensitive altimeter adjustable for barometric pressure
(8) Alternators - each engine .
(9) Gyroscopic bank and pitch indicator
(10) Gyroscopic direction indicator
(11) Free air temperature indicator
(d) Night IFR

(I) All equipment required for Day and Night VFR
(2) All equipment required for Day IFR
(e) Flight in Positive Control Areas

( I) Transponder
(f) Known Icing

For flight in known icing conditions the following equipment
must be installed in accordance with Piper drawings or in a FAA
approved manner:
(I) All equipment required for Night IFR
(2) Pneumatic wing and empennage boots
(including inboard wing boots)
(3) Electrothermal propeller boots
(4) Pilot side heated windshield
(5) Heated pitot
(6) Ice detection light
(7) Heated stall warning transmitter
(8) Non-icing heater air inlet
(9) Heater combustion air alternate source
(10) Forward heater
(11) Ice shields
(12) Prop control deicer boot
(13) 'A' - 'B' pneumatic system
2-11 2-11
The following equipment is required and is normally part of

the standard airplane:,
(I) Alternate static system
(2) Elevator balance boot
(3) Direct vision window
(g) Flight with Third and/or Fourth Seats in the Aft Facing Position
(I) When the third and/or fourth seats are installed in the aft
facing position, 10 inch minimum height headrests must be
installed.
12.27 NOISE LEVEL
The corrected noise level of this aircraft is 76.9 dB(A) determined at the
Maximum Normal Operating Power of 2400 RPM and 39.5 inches of
manifold pressure.
No determination has been made by the Federal Aviation

Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation' at, into or out of, any airport.
The above statement not withstanding. the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level test flights conducted in accordance with FAR 36. "Noise
Standards: Aircraft Type and Airworthiness Certification." The aircraft
noise is in compliance with all FAR 36 noise standards applicable to this
type.
THIS PAGE INTENTIONALLY LEFT BLANK
2-13 2-13
2.29 PLACARDS
On top right side of instrument panel:
THIS AIRCRAFT MUST BE OPERATED AS A

NORMAL CATEGORY AIRPLANE IN COM-
PLIANCE WITH THE OPERATING LIMITATIONS
STATED IN THE FORM OF PLACARDS,
MARKINGS AND MANUALS. NO ACROBATIC
MANEUVERS (INCLUDING SPINS) APPROVED.
FOR TYPES OF OPERATION SEE PILOT'S

OPERATING HANDBOOK.
On left side, center of pilot's panel:
MINIMUM CONTROL SPEED 71 KIAS

MAXIMUM SP. LG - RET. 127 KIAS EXTEND 152 KIAS
DESIGN MANEUVERING SPEED 155 KIAS
SEE PILOT'S OPERATING HANDBOOK
FOR ADDITIONAL SPEEDS.
On floor between pilot and copilot scats:
EMERGENCY GEAR EXTENSION

REMOVE COVER
EXTENSION INSTRUCTIONS ON REVERSE SIDE
On underside of emergency gear extension door:
1. PLACE GEAR SELECTOR HANDLE IN

DOWN POSITION.
2. PULL EMERGENCY PUMP HANDLE OUT
AS FAR AS POSSIBLE.
3. PUMP HANDLE UP AND DOWN UNTIL
ALL 3 GREEN LIGHTS COME ON.
CONTINUE PUMPING UNTIL PRESSURE
BUILDS UP AND SELECTOR HANDLE
RETURNS TO NEUTRAL.
On fuel system console:
(a) On right end of fuel system control console:
RIGHT FIREWALL
FUEL
SHUTOFF
(b) On both ends of fuel system control console:
OFF
(c) On left end of fuel system control console:
LEFT FIREWALL
FUEL
SHUTOFF
(d) On the fuel control console for outboard tank:
COORDINATED LEVEL FLIGHT ONLY
On window post between the second and third window on the right side
of cabin:
EMERGENCY EXIT RELEASE

REMOVE COVER
PULL HANDLE DOWN
PUSH EMERGENCY
EXIT OUT
At top of emergency exit window on mOUlding:
EMERGENCY EXIT
On forward baggage compartment door:
BAGGAGE CAPACITY
150LBS MAX
SEE LOADING SCHEDULE
On rear bulkhead in rear baggage compartment:
MAXIMUM BAGGAGE 200 LBS

On the pilot's window mouldinj:( (when supplementary white strobe

lights are installed):
WARNING
TURN OFF ANTI-COLLISION LIGHTS

WHEN TAXIING IN VICINITY OF OTHER
AIRCRAFT OR DURING FLIGHT
THROUGH CLOUD, FOG OR HAZE.
STANDARD POSITION LIGHTS TO BE
TURNED ON FOR ALL NIGHT
OPERATIONS.
On window moulding adjacent third and fourth passenger seats:
REQUIREMENTS FOR OCCUPANCY OF AFT FACING SEAT

I. SEAT HEADREST (10" MIN. HT). INSTALLED.
2. SEAT BACK BOLTED IN UPRIGHT POSITION.
On pilot's door window moulding (when pilot's door is installed):
OPEN DOOR CLOSED

CLOSE DOOR PRIOR TO STARTING ENGINES
THEFT LOCK
PULL TO UNLOCK
PRIOR TO FLIGHT
2-16 2-16
On left cen~er of inst~ument panel (when windshield wiper is installed):
WINDSHIELD WIPER
DO NOT OPERATE
ABOVE 126 KIAS
OR ON DRY WINDSHIELD
On inside of nacelle locker doors:
BAGGAGE CAPACITY
150 LBS. MAX.
DO NOT EXCEED
10 LBS.lSQ. FT. FLOOR LOADING
OR 100 LBS. DIFF. BETWEEN LOCKERS
On pedestal adjacent engine controls (when air conditioning is

installed):
AIR CONDITIONING OFF

FOR SINGLE ENGINE OPERATION
Above airspeed indicator:
ABOVE 12,000 FEET REDUCE VNB

SPEED 2.6 KTS PER 1000 FEET
Adjacent to airspeed indicator:
ABOVE 21,000 FEET

REDUCE VNO SPEED 2.6
KTS PER 1000 FEET
REVISED: JUNE 12, 1980 2-17 REVISED: JUNE 12, 1980 2-17
On top center of aft cabin panel (cargo loading placard):"
MAXIMUM CAPACITY
o o
FLOOR LOAD 'ALLOWABLE
AREA LaSI80. FT. LaS.
A 100 1150
I 1150 840
C 1150 840 tons
TOTAL
D 100 200
1150 EACH. DO NOT
E 10 EXCEED 1~r.r"l..
MAXIMUM TlEDOWN CAPACITY

PIR FOOT Of' TRACK 100 LIS
PER TRACK eoo L8S
PER TlEDOWN RINO 200 LaS
CMOO MUIT .1 LOADID WITHIN 'nil WIIOHr
o AND 'ALANe&! UMITS Of' THIS "IRCfIAFT 0
COOl! NO a 012
2-18 2-18
TABLE OF CONTENTS TABLE OF CONTENTS
SECTION 3 SECTION 3
EMERGENCY PROCEDURES EMERGENCY PROCEDURES
Paragraph Page Paragraph Page

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

3.3 Emergency Checklist .................................................................. 3-3 3.3 Emergency Checklist .................................................................. 3-3
Speeds .................................................................................... 3-3 Speeds .................................................................................... 3-3
Engine Inoperative Procedures .............................................. 3-3 Engine Inoperative Procedures .............................................. 3-3
Engine Roughness.................................................................. 3-8 Engine Roughness.................................................................. 3-8
Engine Overheat..................................................................... 3-8 Engine Overheat..................................................................... 3-8
Loss of Oil Pressure ............................................................... 3-8 Loss of Oil Pressure ............................................................... 3-8
Rough Air Operation.............................................................. 3-8 Rough Air Operation.............................................................. 3-8
Engine Fire on Ground........................................................... 3-9 Engine Fire on Ground........................................................... 3-9
Engine Fire in Flight .............................................................. 3-9 Engine Fire in Flight .............................................................. 3-9
Electrical Fire......................................................................... 3-9 Electrical Fire......................................................................... 3-9
Crossfeed................................................................................ 3-10 Crossfeed................................................................................ 3-10
Coming Out of Crossfeed ...................................................... 3-10 Coming Out of Crossfeed ...................................................... 3-10
One Alternator Inoperative Light On..................................... 3-10 One Alternator Inoperative Light On..................................... 3-10
Two Alternator Inoperative Lights On ................................... 3-10 Two Alternator Inoperative Lights On ................................... 3-10
Propeller/Governor Malfunctions .......................................... 3-11 Propeller/Governor Malfunctions .......................................... 3-11
Emergency Gear Extension.................................................... 3-11 Emergency Gear Extension.................................................... 3-11
Emergency Exit...................................................................... 3-12 Emergency Exit...................................................................... 3-12
Gear Up Landing.................................................................... 3-12 Gear Up Landing.................................................................... 3-12
Flap System Malfunction....................................................... 3-13 Flap System Malfunction....................................................... 3-13
3.5 Amplified Emergency Procedures (General).............................. 3-15 3.5 Amplified Emergency Procedures (General).............................. 3-15
3.7 Engine Inoperative Procedures ................................................... 3-15 3.7 Engine Inoperative Procedures ................................................... 3-15
Engine Securing Procedure Engine Securing Procedure
(Feathering Procedure).......................................................... 3-15 (Feathering Procedure).......................................................... 3-15
Engine Failure During Normal Takeoff Engine Failure During Normal Takeoff
(Below 77 KIAS)................................................................. 3-15 (Below 77 KIAS)................................................................. 3-15
Engine Failure During Normal Takeoff Engine Failure During Normal Takeoff
(77 KIAS or above) ............................................................. 3-16 (77 KIAS or above) ............................................................. 3-16

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

No. No. No. No.
Engine Failure During Short Field Takeoff Engine Failure During Short Field Takeoff
(Below 87 KIAS)................................................................. 3-16a (Below 87 KIAS)................................................................. 3-16a
(Above 87 KIAS but below 93 KIAS)................................. 3-16a (Above 87 KIAS but below 93 KIAS)................................. 3-16a
(Above 93 KIAS)................................................................. 3-17 (Above 93 KIAS)................................................................. 3-17
Engine Failure During Climb................................................. 3-17 Engine Failure During Climb................................................. 3-17
Engine Failure During Flight (Below 71 KIAS).................... 3-18 Engine Failure During Flight (Below 71 KIAS).................... 3-18
Engine Failure During Flight (Above 71 KIAS) ................... 3-18 Engine Failure During Flight (Above 71 KIAS) ................... 3-18
Single Engine Landing........................................................... 3-19 Single Engine Landing........................................................... 3-19
Single Engine Go-Around...................................................... 3-20 Single Engine Go-Around...................................................... 3-20
Air Start (Unfeathering Procedure)........................................ 3-20 Air Start (Unfeathering Procedure)........................................ 3-20
3.9 Engine Roughness ...................................................................... 3-21 3.9 Engine Roughness ...................................................................... 3-21
3.11 Engine Overheat ......................................................................... 3-21 3.11 Engine Overheat ......................................................................... 3-21
3.13 Loss of Oil Pressure.................................................................... 3-21 3.13 Loss of Oil Pressure.................................................................... 3-21
3.15 Rough Air Operation .................................................................. 3-22 3.15 Rough Air Operation .................................................................. 3-22
3.17 Engine Fire on Ground ............................................................... 3-22 3.17 Engine Fire on Ground ............................................................... 3-22
3.19 Engine Fire in Flight................................................................... 3-22 3.19 Engine Fire in Flight................................................................... 3-22
3.21 Electrical Fire.............................................................................. 3-23 3.21 Electrical Fire.............................................................................. 3-23
3.23 Crossfeed .................................................................................... 3-23 3.23 Crossfeed .................................................................................... 3-23
3.25 Coming Out of Crossfeed ........................................................... 3-23 3.25 Coming Out of Crossfeed ........................................................... 3-23
3.27 One Alternator Inoperative Light On.......................................... 3-24 3.27 One Alternator Inoperative Light On.......................................... 3-24
3.29 Two Alternator Inoperative Lights On........................................ 3-24 3.29 Two Alternator Inoperative Lights On........................................ 3-24
3.31 Propeller/Governor Malfunctions ............................................... 3-25 3.31 Propeller/Governor Malfunctions ............................................... 3-25
Propeller RPM Underspeed ................................................... 3-25 Propeller RPM Underspeed ................................................... 3-25
Propeller RPM Overspeed ..................................................... 3-26 Propeller RPM Overspeed ..................................................... 3-26
3.33 Emergency Gear Extension ........................................................ 3-26 3.33 Emergency Gear Extension ........................................................ 3-26
3.35 Emergency Exit........................................................................... 3-27 3.35 Emergency Exit........................................................................... 3-27
3.37 Gear Up Landing ........................................................................ 3-27 3.37 Gear Up Landing ........................................................................ 3-27
3.39 Flap System Malfunction............................................................ 3-28 3.39 Flap System Malfunction............................................................ 3-28

3-ii 3-ii
PA-31-325, NAVAJO C/R EMERGENCY PROCEDURES PA-31-325, NAVAJO C/R EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
3.1 GENERAL
The recommended procedures for coping with various types of

emergencies and critical situations are provided in this section. All of the
required (FAA regulations) emergency procedures and those necessary for
the operation of the airplane as determined by the operating and design I
features of the airplane are presented.
Emergency procedures associated with those optional systems and

equipment which require handbook supplements are provided in Section 9
(Supplements).
The first portion of this section consists of an abbreviated emergency

checklist which supplies an action sequence for critical situations with little
emphasis on the operation of systems.
The remainder of the section presents amplified emergency procedures

containing additional information to provide the pilot with a more complete
understanding of the procedures.
These procedures are suggested as a course of action for coping with the
particular condition described, but are not a substitute for sound judgment
and common sense. Pilots should familiarize themselves with the procedures
given in this section and be prepared to take appropriate action should an
emergency arise.
Most basic emergency procedures, such as power off landings, are a

normal part of pilot training. Although these emergencies are discussed here,
this information is not intended to replace such training, but only to provide
a source of reference and review; and to provide information on procedures
which are not the same for all aircraft. It is suggested that the pilot review
standard emergency procedures periodical1y to remain proficient in them.
EMERGENCY PROCEDURES PA-31-325, NAVAJO C/R EMERGENCY PROCEDURES PA-31-325, NAVAJO C/R
3-2 3-2
3.3 EMERGENCY CHECKLIST
SPEEDS
Air Minimum Control ....................................................................... 71 KIAS

Best Single Engine Angle of Climb .................................................. 93 KIAS
Best Single Engine Rate of Climb ..................................................... 97 KIAS
Maneuvering ................................................................................... 155 KIAS
Never Exceed .................................................................................. 230 KIAS
ENGINE INOPERATIVE PROCEDURES
ENGINE SECURING PROCEDURE

(FEATHERING PROCEDURE)
Throttle ................................................................................................... close

Propeller ............................................................ FEATHER (1000 RPM min.)
Mixture ............................................................................ ;... IDLE CUT-OFF
Cowl flaps ............................................................................................... close
Air conditioner .................................. ;..................................................... OFF
Magneto switch .......................................................................................OFF
Emergency fuel pump .............................................................................. OFF
Fuel selector ...............................................................................OFF (detent)
Fuel boost pump CB ............................................................................. pulled
Alternator CB switch ............................................................................... OFF
Prop. Sync ............................................................................................... OFF
Electrical load .................................................................................... reduced
Crossfeed ........................................................................................ if required
ENGINE FAILURE DURING NORMAL TAKEOFF

(Below 77 KIAS)
If sufficient runway remains for a safe stop:

Throttles ......................................................................... CLOSE immediately
Brakes ........................................................................................... as required
Stop straight ahead.
If insufficient runway remains for a safe stop:

Throttles .............................................................................close immediately
Brakes ...........................................................................................as required
Mixture .................................................................... ,............ IDLE CUT-OFF
Master switch ..........................................................................................OFF
Fuel selectors ...........................................................................................OFF
Magneto switches ....................................................................................OFF
REVISED: FEBRUARY 20, 1981 3-3 REVISED: FEBRUARY 20, 1981 3-3
NOTE
Maintain directional control and maneuver to

avoid obstacles.
I ENGINE FAILURE DURING NORMAL TAKEOFF

(77 KIAS or above)
Directional control ............................................................................ maintain

Power (operative eng.) .......................................................... max. continuous
Prop. (inop. eng.) ...........................................................................FEATHER
Gear (in level or cHmbing flight) ................................................ :.RETRACT
Bank .......................................................................... 5 into operating engine
Airspeed ....................................................................... accelerate to 88 KIAS
Cowl flap (inop. eng.) ......................................................................... CLOSE
Airspeed ............................................................... 97 KIAS after all obstacles
have been cleared
Engine securing procedures .............................................................. complete
Trim ............................................................................................... as required
NOTE
Land as soon as practical at nearest suitable

airport.
ENGINE FAILURE DURING SHORT FIELD TAKEOFF

(87 KIAS or below)
Throttles ............................................................................. immediately close

Land (if airborne) .......................................................... on remaining runway
If insufficient runway remains for a safe stop:

Mixtures ................................................................................ IDLE CUT-OFF
Fuel selectors .....................................................................................-...... OFF
Magneto switches .................................................................................... OFF
Land (if airborne) avoiding obstacles

(Above 87 KIAS but below 93 KIAS)
If sufficient runway remains far a safe stop:

Land .............................................................................. on remaining runway
If insufficient runway remains and the decision is made to abort the takeoff:

Landing gear ........................................................................................ Extend
NOTE
Depending on terrain. it may be advisable to

land with the gear retracted.
Flaps .................................................................................................... Extend

Airspeeds .................................................................................. 85 KIAS min.
Mixtures ................................................................................IDLE CUT-OFF
ISSUED: FEBRUARY 20, 1981 REPORT: LK-1207 ISSUED: FEBRUARY 20, 1981 REPORT: LK-1207
3-4a 3-4a
Fuel selectors ........................................................................................... OFF

Magneto switches .................................................................................... OFF
Land avoiding obstacles
If insufficient runway remains. the terrain ahead is unsuitable for a safe

landing and the decision is made to continue the takeoff:
Directional control ............................................................................Maintain

Power (operating engine) ..................................................... Max. Continuous
Propeller control (inoperative engine) ............................................FEATHER
Landing gear (in level or climbing flight) ............................................ Retract
Flaps .............................................................................. Retract in increments
Airspeed .............................................................. Accelerate to 93 KIAS until
all obstacles have been cleared
then accelerate to 97 KIAS
Engine securing procedures .......................................................... accomplish
WARNING
Negative climb performance may result from

an engine failure occurring after liftoff and
before the gear and flaps have been retracted.
the failed engine propeller has been feathered.
the cowl flap on the failed engine is closed and
a speed of 97 KIAS has been attained. Refer
to "Single Engine Climb" chart. Figure 5-21,
for clean configuration positive climb perfor-
mance.

(Above 93 KIAS)
Directional control ............................................................................ Maintain

Power (operating engine) ..................................................... Max. Continuous
Propeller control (inoperative engine) ............................................ FEATHER
Airspeed .................................................................... Maintain 93 KIAS until
clear of obstacles then
accelerate to 97 KIAS
REPORT: LK-1207 ISSUED: FEBRUARY 20, 1981 REPORT: LK-1207 ISSUED: FEBRUARY 20, 1981
3-4b 3-4b

Land .............................................................................. on remaining runway
If insufficient runway remains and the decision is made to abort the takeoff:

Landing gear ........................................................................................Extend
NOTE
Depending on terrain. it mav be advisable to

land with the gear retracted.
Flaps ....................................................................................................Extend
Airspeed .................................................................................... 85 KIAS min.
Mixtures ................................................................................ IDLE CUTOFF
Master switch .......................................................................................... OFF
Magnetos switches ................................................................................... OFF
Land avoiding obstacles
WARNING
Certain combinations of aircraft weight.

configuration. ambient conditions and air
speeds will result in negative climb perfor.
mance. (Refer to specific chart in Performance
Section.)
3-4c 3-4c
3-4d 3-4d
ENGINE FAILl,JRE DURING CLIMB
A~rspe.ed ............................................................................. maintain 97 ~I~S

Directional control ............................................................................ malntaln
lnop. engine ....................................................................... identify and verify
lnop. engine ..........................................................................complete Engine
Securing Procedure
Land as soon as practical at nearest suitable airport.
ENGINE FAILURE DURING FLIGHT

(Below 71 KIAS)
Ruqder ...................................................................................... apply towards

. -
Throttles (both engines) ................................................... ~ .. retard to stop turn
Pitch attitude .............................................................................. lower nose to
accelerate above
71 KIAS
Operative eng ...................................................................... increase power as
airspeed increases
above 71 KIAS
If altitude permits, a restart may be attempted.
If restart fails or altitude does not permit:

lnop. eng. prop ............................................................................... FEATHER
Trim .................................................................................... adjusted (5 0 bank
into operative eng.)
Inop. eng ..............................................................................complete Engine
Securing Procedure
Cowl flap (operative eng.) ............................................................. as required
ENGINE FAILURE DURING FLIGHT

(Above 71 KIAS)
lnop eng .............................................................................................. identify

Operative eng ...................................................................... ad)ust as re~uir~d
Airspeed ........................................................................... attmn and nlamtaln
at least 97 KIAS
3-5 3-5
Before securing inop. engine:

Fuel f1ow ...............................check (if deficient - emergency fuel pump ON)
Fuel quantity ..........................................................................................check
Fuel selector (inop. eng.) ......................................................... switch to other
tank containing fuel
Oil pressure and temp ............................................................................check
Magneto switches ..................................................................................check
Air start ............................................................................................... attcnlpt
If engine does not start, complete Engine Securing Procedure.
Power (operative eng.) ................................................................... as required

Mixture (operative eng.) ..................................................................... full rich
Fuel quantity (operative cng. tank) ................................................... sut'ficient
Emergency fuel pump
(operative eng.) ............................................................................. as required
Trim .....................................................................................adjustcd (50 bank
into operative eng.)
Electrical load .......................................................................decrease to nlin.
required
Land as soon as practical at nearest suitable airport.
SINGLE ENGINE LANDING
Inop engine ...........................................................................Engine Securing

Procedure complete
Hydraulic pump .....................................................................................check
Seat belts/harnesses .............................................................................. secure
Heater ........................................................................................ FAN position
Emergency fuel pump (operative eng.) ...................................................... ON
Mixture (operative eng.) ........................................................................ RICH
Propeller (operative eng.) ...................................................... full FORWARD
Fuel selector on
operative engine side .................................................. ON INBOARD tank
Crossfeed .................................................................................................OFF
Airspeed ........................................................................... nlaintain 107 KIAS
min. until landing is
assured
Altitudc ............................................................................. highcr than normal
until landing is assured
3-6 3-6
When landing is assured:

Gear .................................................................................................... DOWN
Flaps ................................................................................................... DOWN
Power ............................................................. retard slowly and flare airplane
Trim ................................................................................. as power is reduced
(airplane will yaw in
direction of operative engine)
SINGLE ENGINE GO-AROUND
(Not possible from a full flap position unless sufficient altitude is available
to raise flaps in a descent.)
Avoid, if possible, if necessary:

Airspeed .................................................................................... hold 97 KIAS
Power ................................................................................. Iuax. on operating
engine
Flaps ..................................................................................................... retract
Landing gear .........................................................................................retract
Cowl flaps on operative engine .....................................................as required
Trim ............................................................................................... as required
AIR START (UNFEATHERING PROCEDURE)
Fuel selector .............................................................................................. ON

Fuel boost pump CB ................................................................................... IN
Magnetos ................................................................................................... ON
Throttle ......................................................................................open 1/2 inch
Propeller ....................................................................................... 1/2 forward
Mixture ............................................................................................... forward
Starter ..................................................................................engage until prop
unfeathers
Propeller ....................................................................... pull back to low RPM
position as propeller
speed accelerates
through 1000 RPM
Throttle ...................................................... ;..................... reduced power until
warm; 2000 RPM max.
Alternator .................................................................................................. ON
Engine instruments ................................................................................check
Air conditioner ....................................................................... (as desired) ON
Propeller................................................... manual sync with operating engine
Throttle ......................................................................................set as desired
Prop Sync ............................................................................... (as desired) ON
3-7 3-7
ENGINE ROUGHNESS ENGINE ROUGHNESS
Emergency fuel pumps ..............................................................................ON Emergency fuel pumps ..............................................................................ON

Engine instruments ...................................................................scan for cause Engine instruments ...................................................................scan for cause
Mixture ...............................................................................adjust as required Mixture ...............................................................................adjust as required
Alternate air ............................................................................................open Alternate air ............................................................................................open
Cowl flaps.............................................................................adjust for proper Cowl flaps.............................................................................adjust for proper
CHT CHT
Fuel..................................................................................Switch tanks if fuel Fuel..................................................................................Switch tanks if fuel
in second tank in second tank
Magnetos...............................................................................................check Magnetos...............................................................................................check
WARNING WARNING
If either the right or left fuel flow warning light If either the right or left fuel flow warning light
illuminates and the fuel gauge indicates fuel illuminates and the fuel gauge indicates fuel
remaining in the corresponding inboard tank, this remaining in the corresponding inboard tank, this
will indicate a malfunction of the flapper door in the will indicate a malfunction of the flapper door in the
inboard tank. Immediately select the outboard tank inboard tank. Immediately select the outboard tank
or select crossfeed to avoid fuel flow interruption. or select crossfeed to avoid fuel flow interruption.
ENGINE OVERHEAT ENGINE OVERHEAT
Cowl flaps.............................................................................................OPEN Cowl flaps.............................................................................................OPEN

Mixture .................................................................................................richen Mixture .................................................................................................richen
Power ...................................................................................................reduce Power ...................................................................................................reduce
Airspeed.............................................................................................increase Airspeed.............................................................................................increase
(if altitude permits) (if altitude permits)
LOSS OF OIL PRESSURE LOSS OF OIL PRESSURE
Engine.................................................................................secure per Engine Engine.................................................................................secure per Engine

Securing Procedure Securing Procedure
ROUGH AIR OPERATION ROUGH AIR OPERATION
Slow to maneuvering speed or slightly less (6500 lbs. 155 KIAS). Slow to maneuvering speed or slightly less (6500 lbs. 155 KIAS).
Fly attitude and avoid abrupt maneuvers. Fly attitude and avoid abrupt maneuvers.
Seat belt and shoulder harness - tighten. Seat belt and shoulder harness - tighten.
3-8 REVISED: JANUARY 10, 2006 3-8 REVISED: JANUARY 10, 2006
ENGINE FIRE ON GROUND (Engine start, taxi and takeoff with ENGINE FIRE ON GROUND (Engine start, taxi and takeoff with
sufficient distance remaining to stop) sufficient distance remaining to stop)
Firewall fuel shutoff ................................................................................OFF Firewall fuel shutoff ................................................................................OFF
Emergency fuel pump ..............................................................................OFF Emergency fuel pump ..............................................................................OFF
Boost pump CB.....................................................................................pulled Boost pump CB.....................................................................................pulled
Brakes ...........................................................................................as required Brakes ...........................................................................................as required
Throttle (affected engine) .....................................................................OPEN Throttle (affected engine) .....................................................................OPEN
Radio ..................................................................................call for assistance Radio ..................................................................................call for assistance
Mixture (if fire persists) ........................................................IDLE CUT-OFF Mixture (if fire persists) ........................................................IDLE CUT-OFF
External fire extinguisher ..........................................................................use External fire extinguisher ..........................................................................use
NOTES NOTES
If fire continues, shut down both engines and If fire continues, shut down both engines and
evacuate. evacuate.
If fire is on the ground, it may be possible to If fire is on the ground, it may be possible to
taxi away. taxi away.
ENGINE FIRE IN FLIGHT ENGINE FIRE IN FLIGHT

Fire wall fuel shutoff ...............................................................................OFF Fire wall fuel shutoff ...............................................................................OFF
Throttle ..................................................................................................IDLE Throttle ..................................................................................................IDLE
Propeller ........................................................................................FEATHER Propeller ........................................................................................FEATHER
Mixture .................................................................................IDLE CUT-OFF Mixture .................................................................................IDLE CUT-OFF
Inoperative engine ................................................................complete Engine Inoperative engine ................................................................complete Engine
Securing Procedure Securing Procedure
If fire persists: If fire persists:
Airspeed ............................................................................increase in attempt Airspeed ............................................................................increase in attempt
to blow out fire to blow out fire
Land at nearest suitable airport. Land at nearest suitable airport.
ELECTRICAL FIRE ELECTRICAL FIRE

Flashlight (at night) .............................................................................located Flashlight (at night) .............................................................................located
Master switch ..........................................................................................OFF Master switch ..........................................................................................OFF
Circuit breakers ...................................................................checked & pulled Circuit breakers ...................................................................checked & pulled
All electrical switches..............................................................................OFF All electrical switches..............................................................................OFF
Master switch ............................................................................................ON Master switch ............................................................................................ON
CB and switch for each CB and switch for each
unit (one at a time) ...................................................................................ON unit (one at a time) ...................................................................................ON
CB and switch for failed unit ...................................................................OFF CB and switch for failed unit ...................................................................OFF
REVISED: JANUARY 10, 2006 3-9 REVISED: JANUARY 10, 2006 3-9
CROSSFEED CROSSFEED
Fuel selector (inop. eng.) level flight..............................................either tank Fuel selector (inop. eng.) level flight..............................................either tank
Boost pump CB (inop. eng.) .......................................................................IN Boost pump CB (inop. eng.) .......................................................................IN
Emergency fuel pump (inop. eng.) ............................................................ON Emergency fuel pump (inop. eng.) ............................................................ON
Crossfeed ..................................................................................................ON Crossfeed ..................................................................................................ON
Fuel selector (op. eng.) ............................................................................OFF Fuel selector (op. eng.) ............................................................................OFF
Boost pump CB (op. eng.).....................................................................pulled Boost pump CB (op. eng.).....................................................................pulled
Emergency fuel pump (op. eng.) ..............................................................OFF Emergency fuel pump (op. eng.) ..............................................................OFF
COMING OUT OF CROSSFEED COMING OUT OF CROSSFEED

(PRIOR TO LANDING) (PRIOR TO LANDING)
Fuel selector (op. eng.) ..........................................................INBOARD tank Fuel selector (op. eng.) ..........................................................INBOARD tank
Boost pump CB (op. eng.) ...........................................................................in Boost pump CB (op. eng.) ...........................................................................in
Emergency fuel pump (op. eng.) ...............................................................ON Emergency fuel pump (op. eng.) ...............................................................ON
Crossfeed .................................................................................................OFF Crossfeed .................................................................................................OFF
Boost pump CB (inop. eng.)..................................................................pulled Boost pump CB (inop. eng.)..................................................................pulled
Emergency fuel pump (inop. eng.)...........................................................OFF Emergency fuel pump (inop. eng.)...........................................................OFF
Fuel selector (inop. eng.) .........................................................................OFF Fuel selector (inop. eng.) .........................................................................OFF
ONE ALTERNATOR INOP. LIGHT ON ONE ALTERNATOR INOP. LIGHT ON

Electrical load ....................................................................................reduced Electrical load ....................................................................................reduced
Approp. side of master switch .................................................................OFF Approp. side of master switch .................................................................OFF
Tripped CBs ............................................................................................reset Tripped CBs ............................................................................................reset
Approp. side of master switch ...................................................................ON Approp. side of master switch ...................................................................ON
Elec. Load (if light goes out) ...........................................................reinstated Elec. Load (if light goes out) ...........................................................reinstated
If light remains lit or alt. CB has tripped: If light remains lit or alt. CB has tripped:
Approp. side of master switch .................................................................OFF Approp. side of master switch .................................................................OFF
Electrical load..................................................................reduction continued Electrical load..................................................................reduction continued
TWO ALTERNATOR INOP. LIGHTS ON TWO ALTERNATOR INOP. LIGHTS ON

Repeat above procedure for each side. Repeat above procedure for each side.
If both lights stay on: If both lights stay on:
Master switch (both sides).........................................................................ON Master switch (both sides).........................................................................ON
Alternator CB switches............................................................................OFF Alternator CB switches............................................................................OFF
Electrical load..................................................................................minimum Electrical load..................................................................................minimum
Land as soon as practical Land as soon as practical
3-10 REVISED: JANUARY 10, 2006 3-10 REVISED: JANUARY 10, 2006
PROPELLER/GOVERNOR MALFUNCTIONS
RPM UNDERSPEED
Power ................................................................................................. reduced

Mixture .................................................................................................. RICH
If prop. moves to feather:
Mixture ................................................................................. IDLE CUT-OFF
Prop control ................................................................................... FEATHER
Engine ................................................................................... Engine Securing
Procedures complete
NOTE
Propeller will move to feather if engine oil

pressure is lost.
RPM OVERS PEED
Power ................................................................................................. reduced

Airspeed ............................................................................................. reduced
Prop control (if prop speed
cannot be kept below 2575 RPM) ........................................ FEATHERED
NOTE
If prop will not feather, do not shut down
engine.
Engine ................................................................................... Engine Securing

Procedures complete
jf prop will feather
Airspeed ................................................................................. 152 KIAS max.

Gear selector ....................................................................................... DOWN
Enlerg. gear extender cover ................................................................. opened
Emerg. gear extender ........................................................................ extended
Extender handle (till 3 green lights
and selector returns to neutral) ....................................................... pumped
3-11 3-11
EMERGENCY EXIT
Exit (second window from
front on right side) ........................................................................... .locate
Plexiglas cover .................................................................................... remove
Handlc ............................................................................................. pull down
Elnergency exit window .................................................................... push out
GEAR UP LANDING
Ground personnel ............................................................. inform (if possible)

Fuel ...........................................................................burn off (if time allows)
Passengers ........................................................................................... briefed
Normal landing checklist ..................................................................complete
Gear selector .............................................................................................. UP
Autopilot ................................................................................................. OFF
Master switch (daytime) .......................................................................... OFF
Make a normal approach
When runway is made and landing assured:
Mixtures ............................................................................... .IDLE CUT-OFF
Prop controls ..................................................................................FEATHER
Fire wall fuel shutoffs ..............................................................................OFF
Touchdown at minimum airspeed and level attitude
Master switch (night) ............................................................................... OFF
Evacuate
NOTE
If nose gear is not extended, the landing light

will not be functioning.
3-12 3-12
FLAP SYSTEM MALFUNCTION
ANNUNCIATOR LIGHT ON
Flap selector ....................................................................... reposition slightly

If flaps move ........................................................................ replace amplifier
'rior to next flight
If flaps do not move ......................................................... check for split flaps
If flaps are split ........................................................... pull flap motor CB and
land in this condition
If t1aps are not split .................................................................... pull and reset
flap motor CB
If flaps still do not operate ................................................................. pull flap
motor CB and land
in this condition
FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP

INDICATOR POINTING TO OFF)
Flap control CB ......................................................................... pull and reset

If indicator remains "OFF" ................................................................. the flap
control is inoperative and
flaps cannot be repositioned
for landing or go-around
If indicator shows flap position ................................................................. use
following checklist
FLAPS FAIL TO RESPOND TO FLAP SELECTOR (WITH FLAP

INDICATOR POINTING TO FLAP POSITION)
Flap test switch .......................................... ,..... ,.. ,........ ,...........................push

If annunciator fails to light ................................................................... follow
ANNUNICATOR
LIGHT on checklist
If annunciator lights ................................................................... pull and reset
flap motor CB
If flaps fail to respond ................................................................... a flap drive
fault may exist
and further effort
to reposition flaps
may cause damage
3-13 3-13
3-14 3-14
3.5 AMPLIFIED EMERGENCY PROCEDURES (GENERAL)
The following paragraphs are presented to supply additional

information for the purpose of providing the pilot with a more complete
understanding of the recommended course of action and probable cause of
an emergency situation.
3.7 ENGINE INOPERATIVE PROCEDURES
ENGINE SECURING PROCEDURE (FEATHERING PROCEDURE)
The engine securing procedure should always be accomplished in a

sequential order according to the nature of the engine failure (ie., practice,
engine failure during takeoff, engine failure during climb, etc.).
Begin the securing procedure by closing the throttle ot" tile inoperative
engine and moving its propeller control to FEATHER (fully aft) before the
propeJler speed drops below 1000 rpm. The inoperative engine mixture.
control should be moved fuIly aft to the IDLE CUT-OFF position. CLOSE
its cowl flaps to reduce drag and turn OFF the air conditioner (if installed).
Turn OFF the magneto switch, the emergency fuel pump switch and the fuel
selector. Pull out the fuel boost pump circuit breaker and turn OFF the
alternator circuit breaker switch of the inoperative engine. The propeller
synchrophaser (if installed) should be OFF. Complete the procedure by
reducing the electrical load and considering the use of the fuel crossfeed if the
fuel quantity dictates.
ENGINE FAILURE DURING NORMAL TAKEOFF (Below 77 KIAS) I

A preflight determination of runway length and computation of
accelerate/stop distance will aid in determining the best course of action in
the event of an engine failure during takeoff. If engine failure occurs while
suftlcient runway remains for a deceleration and a safe stop, cut power
immediately and stop straight ahead.
If an engine failure occurs before an airspeed of 77 KIAS is attained,

and there is not adequate runway remaining for deceleration and stop,
immediately retard the throttle and mixture levers fully aft and brake as
required. Turn OFF the master switch, the fuel selectors, and the magneto.
switches. During these procedures, maintain directional control and
maneuver to avoid obstacles if necessary.
ENGINE FAILURE DURING NORMAL TAKEOFF (77 KIAS or above)
If an cngine fails during takeoff at an airspeed of 77 KIAS or above the

pilot must decide whether to abort. following the above procedures. or to
continue the takeoff and climb on a single engine. The pilot's decision must
be based on personal judgment. taking into consideration such factors as
remaining runway. obstacles. type of terrain beyond the runway, density
altitude, weight and loading, weather, other associated conditions, airplane
condition, and the pilot's own proficiency and capability.
WARNING
Certain combinations of aircraft weight, con-

figuration, ambient conditions and airspeeds
will result in negative climb performance.
(Refer to specific chart in the performance
section.)
If takeoff is continued the airplane will tend to turn in the direction of

the inoperative engine, since one engine will be inoperative and the other at
maximum power. Rudder pedal force on the side of the operating engine wi11
be necessary to maintain directional control. If rotation for takeoff has
begun or the aircraft is just airborne, maintain the takeoff attitude. If air-
borne. the aircraft may skip along the runway or settle back to the runway.
Do not force the aircraft off the ground or raise the gear, but continue to
maintain maximum power on the operating engine and the aircraft direc-
tionally aligned with the runway. Once the faulty engine is identified and its
power loss verified, feather its propeller. The drag reduction resulting from
feathering the windmitling propel1er will provide a rate of climb increment
which will allow the aircraft to accelerate to and remain airborne at the 50
foot barrier airspeed (88 KJAS). If the aircraft will maintain level flight or a
positive rate of climb, retract the landing gear. Maintain 88 KIAS until clear
of obstacles and close the cowl flap on the inoperative engine. When above
all obstacles accelerate to the best single engine rate of climb speed (97
KIAS). Trim as necessary and close the cowl flaps on the operating engine as
much as possible without exceeding engine temperature limits. After a climb
has been established, complete the "Engine Securing Procedure" on the
inoperative engine.

(Below 87 KIAS)
Should an engine failure occur prior to reaching the barrier speed

(87 KIAS), the takeoff should Ile allorted. If the failure occurs while the
aircraft is still on the ground and sufficient runway or suitable overrun
remains, retard the throttles and apply braking as necessary. If insufficient
runway or suitable overrun exists, retard the throttles, apply braking as
required, pull the mixtures to idle cut-off, tum the master switch, fuel
selectors, magneto switches off and steer the aircraft to avoid ollstacles.
Should the engine failure occur aftcr the aircraft is airborne. lower the
nose to maintain airspeed, retard the throttles and land on the remaining
runway, the runway overrun or the most suitable area straight ahead
avoiding obstacles. If the landing cannot be accomplished on the remaining
fllllway or overrun prior to touchdown. pull mixtures to idle cut-off. turn
the master switch, fuel selectors and magneto switches to the olT position.

(Allove 87 KIAS but below 93 KIAS)
Should an engine failure occur above the barrier speed (87 KIAS), but
below the best single engine angle of climll speed (93 KIAS), the decision to
abort or continue the takeoff will be Ilased on several factors including
altitude, aircraft weight, suitable landing areas, pilot proficiency and
mnbient conditions. The two most important considerations; however, ru'e
the altitude gained prior to the engine failure and the availallility of suituhlc
landing areas ahead of the aircraft at the time of the failure.
Should a suitahle landing area (remaining runway, overrun or an

area relatively free of obstructions) Ile accessible from the point where the
engine failure occurs, the takeoff should he immediately aborted and a
power-off landing should be accomplished within that area.
If a suitable landing m'ea is not available and sufticient altitude has been
obtained, the pilot may clect to continue the takeoff. Should the decision he
mude to continue the takeoff, it is of the 'utmost importance to realize thaI
the aircraft will have negative single engine climh performance until the gear
and naps have been retracted and an airspeed of 93 KIAS has heen reached.
As altitude may be lost during gear and nap retraction and the subsequent
transilion to 93 KIAS, the decision to continue the lakeoffshouJd primarily
he hased on the altitude gained prior to the failure. Flight tests .have
3-16a 3-16a
indicated that as much as 100 feel may be lost during gear and flap retruction
and the transition to the best single engine angle of climb speed (93 KIAS).
The altitude loss is a difficult variable to quantify and is primarily predicted
on pilot proficiency; however aircraft weight and ambient conditions must
also be considered. Prior to takeoff, the pilot should always review the
performance section to detemline that adequate single engine climb perfor-
mance exists for the takeoff weight and associated ambient conditions.
Should the decision be made to abort the takeoff, the throttles should
be closed, the landing gear extended (terrain permitting), the flaps extended
and a minimum airspeed of85 KIAS should be maintained. If possible, plan
to land in an area free of obstructions. Prior to touchdown, position the
mixture controls to idle cut-off and turn the master switch, fuel selectors
and magneto switches off.
Should the decision be made to continue the takeoff, maintain direc-

tional control, identify and then feather the inoperative engine. In level or
climbing flight, retract the landing gear. Apply 50 of bank into the operating
engine. As the aircraft starts to accelerate, retract the flaps incrementally
(recommend 3_5 0 increments). After attaining 93 KIAS, maintain 93
KIAS until all obstacles have been cleared and then accelerate to 97 KIAS.
Complete the engine securing procedures and land at the nearest suitable
airport.
WARNING
Negative climb performance may result from

an engine failure occurring after lift off and
before the gear and flaps have been retracted,
the failed engine propeller has been feathered,
the cowl flap on the failed engine is closed and
a speed of 97 KIAS has been attained. Refer
to "Single Engine Climb" chart, Figure 5-21,
for clean configuration positive climb perfor-
mance.
3-16b 3-16b

(Above 93 KIAS)
If a suitable landing area exists at the point where the engine failure
occurs, accomplish the aforementioned takeoff abort procedures.
If the decision is made to continue the takeoff, maintain directional

control, apply maximum continuous power to the operating engine and
feather the inoperative engine. Bank 5 into the operating engine and
accelerate to 93 KIAS. Maintain 93 KIAS until all obstacles have been
cleared, then accelerate to 97 KIAS. Complete the ,engine securing
procedures and land at the nearest suitable airport.
ENGINE FAILURE DURING CLIMB
If engine failure occurs during climb, a minimum airspeed of 97 KIAS

should be maintained. Since one engine will be inoperative and the other will
be at maximum power, the airplane will want to turn in the direction of the
inoperative engine. Rudder pedal force on the side of the operating engine
will be necessary to maintain directional control. After the faulty engine has
been identified and power loss verified, complete the "Engine Securing
Procedures." Continue a straight ahead climb until sufficient altitude
(minimum of 1000 feet above ground elevation) is reached to execute the
normal "Single Engine Landing" procedure at the nearest suitable airport.
During climbs, the best single-engine rate of climb speed of 97 KIAS is

recommended; however, in high ambient temperatures. airspeed may be
increased to 108 KIAS if necessary for improved cooling. Normally.
cylinder head temperatures can be maintained within limits through cowl
flap adjustments. Climb rate will be reduced by approximately 50 FPM.
ENGINE FAILURE DURING FLIGHT (Below 71 KIAS)
Should an engine fail during flight at an airspeed below 71 KIAS, apply

rudder towards the operative engine to maintain directional control. The
throttles should be retarded to stop the yaw force produced by the
inoperative engine. Lower the nose of the aircraft to accelerate above 71
KJAS and increase the power on the operative engine as the airspeed exceeds
71 KIAS.
After an airspeed above 71 KIAS has been established, an engine restart

attempt may be made if altitude permits. If the restart has failed, or altitude
does not penn it, the engine should be secured. Move the propeller control of
the inoperative engine to FEATHER and complete the "Engine Securing
Procedure." Adjust the trim to a 5 bank into the operating engine. The cowl
flap on the operative engine should be adjusted as required to maintain
engine temperature within allowable limits.
ENGINE FAILURE DURING FLIGHT (Above 71 KIAS)
If an engine fails at an airspeed above 71 KIAS during flight, begin

corrective response by identifying the inoperative engine. The operative
engine should be adjusted as required after the loss of power has been
verified. Attain and maintain an airspeed of 97 KIAS. Once the inoperative
engine has been identified and the operating engine adjusted properly, an
engine restart may be attempted if altitude permits.
Prior to securing the inoperative engine, check to make sure the fuel
flow to the engine is sufficient. If the fuel flow is deficient, turn ON the
emergency fuel pump. Check the fuel quantity on the inoperative engine side
and switch the fuel selector to the other tank if a sufficient supply is
indicated. Check the oil pressure and oil temperature and insure that the
magneto switches are ON.
If the engine fails to start it should be secured using the "Engine

Securing Procedure",
3-18 3-18
After the inoperative engine has been secured, the operative engine can
be adjusted. Power should be maintained as required and the mixture
control should be adjusted for power. Check the fuel supply and turn ON the
emergency fuel pump if necessary. The cowl flaps on the operative engine
should be adjusted as required to maintain engine temperatures within
allowable limits. Adjust the trim to a 5 bank into the operating engine. The
electrical load should be decreased to a required minimum. Land as soon as
practical at the nearest suitable airport.
SINGLE ENGINE LANDING
If a single-engine landing is necessary, a check should be performed to

determine whether or not the hydraulic pump is functioning for normal gear
extension. This check is accomplished by placing the landing gear control in
the UP position with the gear retracted. If the hydraulic pump is functioning,
pressure will return the control to the neutral position. This check should be
performed before entering the traffic pattern so that there will be time to
pump the gear down with the hand pump if necessary.
The "Engine Securing Procedure" should be complete on the inoper-

ative engine. Fasten the seat belts and shoulder harnesses and select the FAN
position of the heater switch. The operative engine emergency pump should
be ON and the mixture RICH. Advance the propeller control (operative
engine) full forward. Check to ensure that the fuel selector is ON the main
(inboard) tank on the same side as the operating engine. The fuel crossfeed
valve should be OFF. The cowl flaps on the operative enlline should be ad-
justed as required.
Maintain an airspeed of 107 KIAS or above and an altitude higher than

normal until a landing is assured. When a landing is assured, extend the gear
and flaps. Slowly retard the power on the operative engine and flare out the
airplane for a normal landing. Trim as necessary as power is reduced. The
airplane will tend to yaw toward the operative engine.
3-19 3-19
SINGLE ENGINE GOAROUND
A single engine go-around should be avoided if at all possible. A go-

around from a full flap position is not possible unless sufficient altitude is
available to raise flaps in a descent. A final approach speed above 97 KIAS
will place the airplane in the best configuration should a go-around be
necessary.
To execute a single engine go-around, advance mixture, throttle, and

propeller controls fully forward for maximum power on the operating
engine. Retract flaps and landing gear. Maintain the airspeed at or above 97
KIAS. Set the trim and cowl flaps as required.
WARNING
A go-around should not be attempted after the

airspeed is decreased below the best single
engine angle of climb speed (93 KIAS).
During climbs, the best single engine rate of climb speed of 97 KIAS is
recommended; however, in high ambient temperatures, airspeed may be
increased to t 08 KJAS if necessary for improved cooling. Normally. cylinder
head temperatures.can be maintained within limits through cowl flap
adjustments. Climb rate will be reduced by approximately 50 PPM.
AIR START (UNFEATHERING PROCEDURE)
Turn ON the fuel selector of the inoperative engine side and push in the
fuel boost pump circuit breaker. Turn on the magnetos. Open the throttle
1/2 inch. Move the propeller control one half forward. and the mixture
control, full forward. Engage the starter until the propeller is unfeathered.
As the RPM passes 1000 coming out of feather, pull the propeller control
back to the low RPM position to prevent excessive engine speed. Maintain
the engine speed between 1800 and 2000 RPM, not exceeding 2000 RPM.
This low power setting must be held until the engine is warnled up and oil
pressure and temperature are stabilized within limits. Tum the alternator
ON and check the engine instruments. The air conditioner and propeller
synchrophaser (if installed) can then be turned ON.
3-20 3-20
3.9 ENGINE ROUGHNESS 3.9 ENGINE ROUGHNESS

If an engine falters or runs erratically, the cause may be fuel flow If an engine falters or runs erratically, the cause may be fuel flow
interruption, fuel contamination, icing or air starvation, or ignition problems. interruption, fuel contamination, icing or air starvation, or ignition problems.
If roughness occurs, turn the emergency fuel pumps ON. Scan the engine If roughness occurs, turn the emergency fuel pumps ON. Scan the engine
instruments to see if the cause can be determined. Adjust the mixture instruments to see if the cause can be determined. Adjust the mixture
controls for maximum smoothness; if the mixture is too rich or too lean, controls for maximum smoothness; if the mixture is too rich or too lean,
engine roughness may result. Open the alternate air control; a blocked engine roughness may result. Open the alternate air control; a blocked
induction system can cause roughness. If cylinder head temperatures are too induction system can cause roughness. If cylinder head temperatures are too
high or too low, adjust the cowl flaps as required. high or too low, adjust the cowl flaps as required.
If the problem is in the fuel system, selecting another tank containing If the problem is in the fuel system, selecting another tank containing
fuel may remedy the situation. A check of the magnetos will determine if fuel may remedy the situation. A check of the magnetos will determine if
they are operating properly. they are operating properly.
WARNING WARNING
3.11 ENGINE OVERHEAT 3.11 ENGINE OVERHEAT

If the engine temperatures become excessive, open the cowl flaps. If the engine temperatures become excessive, open the cowl flaps.
Enriching the mixture and reducing power will also reduce engine Enriching the mixture and reducing power will also reduce engine
temperature. If a more rapid reduction of engine temperature is desired, temperature. If a more rapid reduction of engine temperature is desired,
increase the airspeed by establishing a shallow dive. increase the airspeed by establishing a shallow dive.
3.13 LOSS OF OIL PRESSURE 3.13 LOSS OF OIL PRESSURE

Loss of oil pressure could be caused by a faulty pump, oil exhaustion, Loss of oil pressure could be caused by a faulty pump, oil exhaustion,
or a leak. A loss of oil pressure indication could be the result of a faulty or a leak. A loss of oil pressure indication could be the result of a faulty
gauge. In any event, continued operation of the engine could result in a gauge. In any event, continued operation of the engine could result in a
serious emergency situation or severe engine damage. serious emergency situation or severe engine damage.
Complete the Engine Securing Procedure (paragraph 3.7) on the Complete the Engine Securing Procedure (paragraph 3.7) on the
faulty engine. faulty engine.
If engine oil is depleted, the engine will seize and if feathering is not If engine oil is depleted, the engine will seize and if feathering is not
initiated before 1000 RPM is reached, propeller will not feather. initiated before 1000 RPM is reached, propeller will not feather.
REVISED: JANUARY 10, 2006 3-21 REVISED: JANUARY 10, 2006 3-21
3.15 ROUGH AIR OPERATION
In conditions of extreme turbulence, slow the airplane to maneuvering

speed or slightly less. Maneuvering speed wi1l decrease with the weight of the
airplane - e.g., 155 KIAS at 6500 Ibs., 146 KIAS at 5400 Ibs. A reduction in
speed will ease the stress to which the airplane is subjected by turbulence. Fly
attitude and avoid abrupt maneuvers. Fasten seat belts and shoulder
harnesses as a precaution against buffeting and lurching. When flying in
extreme turbulence or strong vertical currents and using the autopilot, the
altitude-hold should not be used.
3.17 ENGINE FIRE ON GROUND (Engine start,

taxi and takeoff with sufficient distance remaining to stop)
The first step to extinguish the fire is to move the fire wall fuel shutoff
valve to OFF. Next, turn OFF the emergency fuel pump and pull out on the
fuel boost pump circuit breaker. This will stop the flow of fuel to the bUJ;ning
engine. The brakes should be used as required. OPEN the throttle and use
the radio to call for assistance.
If the fire persists, move the mixture control to IDLE CUT-OFF, shut
down the engines and evacuate; the fire should be extinguished by an
external means.
If the fire is on the ground near the airplane, it may be possible to taxi to
safety.
3.19 ENGINE FIRE IN FLIGHT
If an engine fire occurs in flight, position the firewal1 fuel shutoff valve
of the faulty engine to off. Then, close the throttle, feather the propeller, and
set the mixture control to idle cut-off. Use the Engine Securing Procedures
(paragraph 3.7) to comple~e the engine shutdown. If the fire persists, increase
airspeed as much as possible in an attempt to blowout the fire. Land as soon
as possible at the nearest suitable airport.
3-22 REVISED: MAY 4, 1990 3-22 REVISED: MAY 4, 1990
3.21 ELECTRI.CAL FIRE
The presence of smoke in the cabin or the distinctive odor of smoldering

insulation are indications of an electrical fire. The first step in coping with an
electrical fire is to tum the master sw.itch OFF. During night tlight, be sure
that a flashlight is in hand before turning off the master switch. Check for
open circuit breakers; then pull all circuit breakers, and turn OFF all
electrical switches and avionics switches.
Return the master switch to ON and, one unit at a time, tum ON the
electrical switches and press in the circuit breakers for the individual units
required for flight. When the faulty unit is located, pull its circuit breaker
and turn its sw.itch OFF. The failed unit should be left OFF for the
remainder of the flight.
3.23 CROSSFEED
Crossfeed should be employed only when necessary to extend range

during single-engine operation or when necessary to operate the combustion
heater after the right engine has been shutdown in flight (Refer to paragraph
I
7.39). Crossfeed must be OFF for takeoffs and landings.
To activate the crossfeed system, place the fuel selector valve of the
inoperative engine side on either of the tanks on that side containing
sufficient fuel quantity. Press in the fuel boost pump circuit breaker for the
inoperative engine side, and turn ON the emergency fuel pump of the
inoperative engine.
Tum ON the crossfeed valve located at the base of the control pedestal.
Then, on the side of the operating engine, turn OFF the fuel selector, pull the
fuel boost pump circuit breaker, and turn OFF the emergency fuel pump.
3.25 COMING OUT OF CROSSFEED (PRIOR TO LANDING)
To return to normal operation during a single-engine landing when the

cross feed system has been in use, first place -the fuel selector on the operating
engine side in the INBOARD tank position. Press in the fuel boost pump
circuit breaker for the operating engine and turn ON its emergency fuel
pump. Then tum OFF the crossfeed valve, and on the inoperative side, pull
the fuel boost pump circuit breaker and turn OFF the emergency fuel pump
and the fuel selector. It is recommended that the fuel system be returned to
normal in sufficient time to determine nornlul operation prior to entering the
landing pattern.
3.27 ONE ALTERNATOR INOPERATIVE LIGHT ON
In the event one of the alternator inoperative warning lights on the

instrument panel illuminates, indicating an alternator failure, reduce the
electrical load to the minimum necessary to sustain a safe flight. Turn OFF
the side of the master switch corresponding to the side of the inoperative
alternator. This will open the field circuit of the inoperative alternator. Reset
any circuit breakers which may have popped. Return the appropriate side of
the master switch to the ON position, and, if the alternator inoperative light
has extinguished, reinstate the electrical load. If the warning light remains lit
or if the alternator circuit breaker has tripped, return the corresponding side
of the master switch to the OFF position, and continue the flight with a
reduced electrical load.
3.29 TWO ALTERNATOR INOPERATIVE LIGHTS ON
If both alternator inoperative lights come on, repeat the above

procedure individually for each side. Should both warning lights remain lit
even after corrective action, turn ON both sides of the master switch and turn
OFF both alternator circuit breaker switches. Reduce electrical load to an
absolute minimum and terminate the flight as soon as possible, since all
electrical power is being supplied by the airplane battery.
CAUTION
The alternator circuit breaker switches should

not be opened manually when the alternators
are functioning pl"operly.
In case of the loss of both alternators, reduce electrical load by

disconnecting the following equipment, as appropriate to the airplane:
(a) Turn OFF switches for the following:
(I) Right pitot heat

(2) Cabin heater
(3) Heated windshield
(4) Autopilot
(5) All unnecessary avionic equipment
(6) Prop deicing
(7) Alternator field switches
3-24 3-24
(b) Open the following circuit breakers:

(1) Right turn indicator
(2) Trim indicating system
(3) Instrument panel lighting (use flashlight)
(4) Map lights
(5) Cabin reading lights
CAUTION
If load shedding procedures have been carried

out, the battery will provide electric power for
approximately 35 minutes to complete a
landing under IFR conditions including only a
sin<gle flap extension and use of landing lights
for a limited time. The above time depends
upon the condition of the battery, temperature,
and the time elapsed between alternator failure
and load shedding.
3.31 PROPELLER/GOVERNOR MALFUNCTIONS
An internal malfunction of the propeller or governor could cause loss of

RPM control and uncommanded movement of the propeller blades into
high pitch or feather, or against the low pitch blade stop. A proper preflight
check of the propeller governing and feather functions should indicate such
malfunctions before takeoff. Should such a failure occur while airborne, the
following actions are recommeded:
PROPELLER RPM UNDERSPEED
If an uncommanded RPM decrease occurs while operating at high

power settings, immediately retard the throttle to a low cruise power setting
and advance the mixture control to full RICH. If the propeller moves to
feather, as indicated by a very low RPM and attendant vibration, shut down
the engine with the mixture control (idle cut-off) and move the propeller
control to FEATHER. (Refer to Engine Securing Procedures.)
NOTE
The propeller will move to feather if engine oil

pressure is lost.
3-25 3-25
PROPELLER RPM OVERS PEED
An uncommanded RPM increase could indicate an internal failure that

has caused the propeller to move to full low pitch. Initiate corrective action
by immediately reducing the throttle setting and decreasing the airspeed with
a nose-up attitude. If the propeller has moved to the low pitch stop, it is
effectively a very low pitch fixed-pitch propeller and will exceed the 2575
RPM limit until both airspeed and manifold pressure have been reduced.
At idle throttle, airspeed must be reduced below 127 KIAS to maintain

the propeller speed below 2575 RPM. Once airspeed has been reduced,
usable power for low-speed cruise (near single engine best rate of climb
speed) and approach will be available without exceeding 2575 RPM.
Once the propeller speed has been reduced to 2575 RPM by airspeed
and power reductions, the pilot can test for regained RPM control with the
propeller lever.
The engine should not be shut down if the propeller cannot be feathered
since high drag would result from a windmilling propeller in low pitch. If
engine shut down is desired, the pilot should first test for feathering ability
with the engine running at idle throttle. (Refer to Engine Securing
Procedures if propeller will feather.)
NOTE
Do not secure the engine if the propeller cannot

be feathered.
3.33 EMERGENCY GEAR EXTENSION
If the landing gear fails to extend when the gear selector is placed in the
DOWN position, the hand-operated emergency gear extender should be
employed. The emergency gear extender is located beneath the access plate
on the cabin floor, between the crew seats.
Before the gear is extended, the airspeed must be reduced below a

maximum of 152 KIAS. To extend the gear by use of the emergency
extender, the gear selector must be in the DOWN position.
3-26 3-26
When the emergency gear extender cover if lifted. note that instructions
are printed inside. Extend the emergency gear handle completely. and pump
the handle until the three green lights on the instrument panel indicate that all
three gears are locked down (approximately 50 full strokes will be required
to complete this operation). The master switch must be ON for the gear lights
to illuminate. Continue pumping until hydraulic pressure builds and the gear
selector returns to the neutral position. I
3.35 EMERGENCY EXIT
An emergency exit is located on the right side of the fuselage. and is the
second windows from the front. With the cockpit-cabin divider installed, the
emergency window will appear as the second window from the front on the
right side of the cabin.
To use the emergency exit. remove the plexiglas cover over the handle;
then pull the handle and push out on the window.
3.37 GEAR UP LANDING
If all normal and emergency gear extension procedures have failed, a

gear up landing will be necessary. Select a suitable landing area. If possible,
infonn ground personnel of the emergency situation. If time allows. burn off
excess fuel. Brief passengers on the use of the emergency exit and be sure that
all occupants have seat belts and shoulder harnesses secured properly.
When ready to land. complete the landing checklist as for a normal

landing. except that the gear selector should be in the UP position. Turn
OFF the autopilot. and. in daylight, turn OFF the master switch. During a
night landing when the master switch is left ON. the gear warning horn may
sound when the throttles are retarded.
Make a normal approach. and when the runway is "made" and landing
is assured. place mixtures in IDLE CUT-OFF, FEATHER the propellers.
and turn OFF fire wall fuel shutoffs and fuel selectors. Land smoothly,
touching down in a level attitude. At night, turn OFF the master switch after
touchdown. All occupants should evacuate as soon as the airplane has
stopped.
NOTE
The landing light is attached to the nose gear.

Therefore, if the nose gear is not extended, the
landing light will not be functioning.
3.39 FLAP SYSTEM MALFUNCTION
In the event of a flap system failure which causes asymmetric ("Split")

flaps, the flap drive stops automatically and the "flap" annunciator lights
when the difference between the flaps reaches five degrees. If this occurs, no
further control of the flaps is provided and the remainder of the flight
including the landing and go-around if necessary, must be planned without
repositioning the flaps. Asymmetric flaps may usually be identified by a
rolling tendency, depending on the lift characteristics of the flaps at the
positions where they fail.
A "FLAP" annunciator warning without asymmetric flaps can be

caused by a fa-iled amplifier. In this case, the flight may be continued with the
knowledge that, in the event of asymmetric flaps, no further annunciator
warning will exist. The amplifier should be replaced prior to the next flight.
Failure of the flaps to move without an asymmetric condition can bc

caused by a tripped flap control circuit breaker or flap motor circuit breaker
at the circuit breaker panel on the left wall of the cockpit. If neither circuit
breaker is tripped, a fault exists in the flap drive and further effort to
reposition the flaps should be carefully considered so as not to compound
the problem.
If a flap malfunction should occur and the flap control circuit breaker
or the flap motor circuit breaker is not tripped, proceed accordingly to the
Emergency Procedure Checklist on page 3-13.
CAUTION
Do not reset a tripped flap motor circuit

breaker if a split flap condition exists.
3-28 3-28
TABLE OF CONTENTS
SECTION 4
NORMAL PROCEDURES
Paragraph Page
No. No.
4.1 General ....................................................................................... . 4-1

4.3 Airspeeds for Safe Operation ...................................................... 4-2
4.5 Normal Procedures Checklist .................................................... . 4-3
Preflight Check ..................................................................... . 4-3.
Before Starting Engines ........................................................ . 4-5
Engine Start ........................................................................... . 4-6
Before Taxiing ...................................................................... . 4-7
Taxiing .................................................................................. . 4-7
Engine Run-Up .................................................................... .. 4-7
Before Takeoff ...................................................................... . 4-8
Normal Takeoff .................................................................... .. 4-8
Short Field Takeoff ............................................................... . 4-9
Climb ..................................................................................... 49
Cruise .................................................................................... . 4-9
Descent. ................................................................................. . 4-10
Before Landing ...................................................................... 4-10
Balked Landing ..................................................................... . 4-10
After Landing (Clear of Runway) ........................................ .. 4-lOa
Shutdown .............................................................................. . 4-IOa
4.7 Amplified Normal Procedures (General) ................................... . 4-11
4.9 Preflight Check .......................................................................... . 4-11
4.11 Before Starting Engines ............................................................. . 4-14
4.13 Engine Start ............................................................................... . 4-15
4.15 Before Taxiing ........................................................................... . 4-16
4.17 Taxiing ....................................................................................... . 417
4.19 Engine Run-Up .......................................................................... . 4-17
4.21 Before Takeoff ............................................................................ 4-18
4.23 Takeoff ...................................................... ,................................ . 4-18a
4.24 Clinlb . ,., .............................................. ,...................................... . 4-19

4-i 4-i
TABLE OF CONTENTS (cont)
SECTION 4 (cont)
Paragraph Page
No. No.
4.25 Cruise.......................................................................................... 4-19

4.27 Descent ....................................................................................... 4-21
4.29 Before Landing ........................................................................... 4-21
4.31 Balked Landing........................................................................... 4-22
4.33 After Landing (Clear of Runway)............................................... 4-22
14.35 Shut Down .................................................................................. 4-22
4.37 Leaning Procedures .................................................................... 4-23
4.39 VSSE - Intentional One Engine Inoperative Speed ...................... 425
4.41 YMCA - Air Minimum Control Speed ......................................... 4-25
4.43 Simulated Single Engine Zero Thmst......................................... 427

4-ii 4-ii
PA-31-325, NAVAJO C/R NORMAL PROCEDURES PA-31-325, NAVAJO C/R NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes the recommended procedures for the conduct of

normal operations for PA-31-325 Navajo C/R airplanes. All of the required
(FAA regulations) procedures and those necessary for the operation of the
airplane as determined by the operating and design features of the airplane
are presented.
Normal procedures associated with those optional systems and

equipment which require handbook supplements are presented in Section 9
(Supplements).
These procedures are provided as a source of reference and review and to

supply information on procedures which are not the same for all aircraft.
Pilots should familiarize themselves with the procedures given in this section
in order to be~ome proficient in the normal operations of the airplane.
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
operation of the systems.
The remainder of the section is devoted to amplified normal procedures

which provide detailed information and explanations of the procedures and
how to perform them. This portion of the section is not intended for use as an
in-flight reference due to the lengthy explanations. The short form check list
should be used in flight.
The pilot should use the full Maximum Continuolls Power rating of the
engine when safety considerations so dictate.
NORMAL PROCEDURES PA-31-325, NAVAJO C/R NORMAL PROCEDURES PA-31-325, NAVAJO C/R
4.3 AIRS1:JEEDS l?OR SAI?n OPERATION
I The following airspeeds are those which are significant to the operation
of the airplane. These figures are for standard airplanes flown at gross
weight under normal conditions at sea level. For additional airspeed
information sec Section 2.
Performance for a specific airplane may vary from published figures

depending upon the equipment installed, the condition of the engines,
airplane and equipment, atmospheric conditions and piloting technique.
(a) Never Exceed Speed 230 KIAS

(b) M~ximum Structural Cruising Speed 183 KIAS
(c) Design Maneuvering Speed 155 KIAS
(d) Maximum Flaps Extended Speed
0 to 25 158 KIAS
Full Flaps, 40 127 KIAS
(e) Maximum Gear Extended Speed 152 KIAS
(f) Maximum Gear Operating Speed
Extend 152 KIAS
Retract 127 KIAS
(g) Best Rate of Climb Speed
0 Flaps 100 KIAS
(h) Best Angle of Climb Speed 85 KIAS
(i) Final Approach Speed 95 KIAS
U) Intentional One Engine Inoperative Speed 87 KIAS
(k) Maximum Demonstrated Crosswind 20KTS
WALK-AROUND
Figure 4-1
4.5 NORMAL PROCEDURES CHECK LIST
PREFLIGHT CHECK
COCKPIT
Controls ............................................................................................... release
Magneto switches ....................................................................................OFF
Electrical switches ................................................................................... OFF
Flap switch ..............................................................................................OFF
Mixtures ............................................................................... .IDLE CUT-OFF
Master switch ............................................................................................ ON
Gear lights ................................................... ,.......................................3 green
Fuel quantity .................................................................................... sufficient
Trim ..................................................................................................... neutral
Cowl flaps ............................................................................................ OPEN
Airplane papers .................................................................................. checked
Emergency window ..............................................................................secure
4-3 4-3
Oxygen pressure ................................................................... ;........... suITicient

Oxygen masks .................................................................................... in place
LEFT WING
Surface condition ............................................................................... checked
Nacelle locker door ................................................................. ;........... Locked
Flap and flap tracks ............................................................................ cheekcd
Aileron ...............................................................................................cheekcd
Fuel tanks and filler caps ...................................................................checked
Fuel tank vents ........................................................................................ c1ear
Tie down ........................................................................................... removed
Fuel drains (4) ......................................................... drain and check for water
sediment and proper fuel
Landing gear ......................................................................................checked
Chock ................................................................................................ ren10ved
Nacelle ....................................... ,.......................................................checked
CAUTION: Check that the four screws securing the nose
bowl are present and secure. A screw driver may be needed to
do this. Check that the six (three per side) side cowling
fasteners are present and secure. Check for both the proper
alignment of the paint stripes on the cowling and fastener and
for the extension of the locking pin indicator in the fastener slot.
WARNING: Failure to insure the presence and security of

nose bowl and cowl side fasteners may result in inflight cowl
separation and loss of aircraft control.
Oil ...................................................................................................... checked
Cowl flap area ....................................................................................checked
Propeller ............................................................................................ checked
Accessory section (engine) ................................................................cheeked
Gear mirror ........................................................................................ checked
NOSE SECTION
General condition ...............................................................................checked
Baggage ................................................................................................ secure
Baggage door ...................................................................................... Locked
Battery vents ........................................................................................... c1ear
Nose gear ...........................................................................................checked
Chock ................................................................................................ removed
Pitot tubes ...............................................................................................clear
Landing lights ...........................................................................~ ........ checked
4-4 REVISED: MARCH 17, 1994 4-4 REVISED: MARCH 17, 1994
RIGHTWING.
Check as for left wing (3 fuel drains).
FUSELAGE (RIGHT SIDE)
General condition ...............................................................................checked
Static openings ........................................................................................ c1ear
Antennas ............................................................................................ checked
EMPENNAGE
Surface condition ............................................................................... checked
Tie down ........................................................................................... removed
Trim tabs ....................................................................................... neutral and
checked for play
Hinges and push rods ......................................................................... checked
FUSELAGE (LEFT SIDE)
General condition ............................................................................... checked
Static openings ........................................................................................clear
Doors ................................................................................................. checked
BEFORE STARTING ENGINES
Preflight inspection ...................... , ..................................................completed
Cabin doors ........................................................................................... secure
Passenger briefing ..........................................................................completed
Seats .................................................................................................. adjusted
Belts and harness .................................................................................. secure
Parking brake ............................................................................................. set
WARNING: Braking may not occur if parking
brake handle is pulled and held prior to brake
pedal application.
Controls ............................................................................................. checked
Fuel selectors ................................................................................ INBOARD
Crossfeed .................................................................................................OFF
Fuel fire wall shutoffs ............................................................................... ON
Alternate air ................................................................... ;.................. OFF (in)
Circuit breakers .... :.............................................................................checked
Electrical switches ................................................................................... OFF
Alternator CB switches ............................................................................. ON
Avionics switches .................................................................................... OFF
Alternate static source ............................................................................. 0FF
Mixtures ................................................................................ IDLE CUT~OFF
REVISED: MARCH 17, 1994 4-5 REVISED: MARCH 17, 1994 4-5
Alternator inop. lights ...............................................................................ON

Pneumatic source malf. lights .................................................................... ON
Door ajar lights ....................................................................................... OUT
Boost pump and fuel flow lights ........................................................checked
Emergency fuel pumps ............................................................................OFF
Prop sync .................................................................................................OFF
AP/FD switch ..........................................................................................OFF
Seat belts and no snl0king sign ................................................................. ON
ENGINE START
NORMAL START
(Master switch off when Using APU.)
Prop control ........................................................................................ forward
Mag switches .................................................. ON
Mixture ..............................................................................RICH (6 sec) then
IDLE CUT-OFF
Prop .........................................................................................................c1ear
Starter ................................................................................................ engaged
Mixture (when eng. starts) ................................................................. advance
Oil and fuel pressure ..........................................................................checked
Alternator inop. light ..............................................................................OUT
Pneumatic malf. light ..............................................................................OUT
Gear handle (hydraulic check) ....................................................DOWN then
returns to neutral
Second engine ........................................................... repeat first 10 steps thru
"pneumatic malr. light - out"
HOT START
Prop control ........................................................................................ forward
Mag switches ............................................................................................ ON
Prop .........................................................................................................c1ear
Starter ......................................... ,.......................................................engaged
Mixture (when eng. starts) ................................................................. advance
Normal start procedure .....................................................................complete
FLOODED START
Mixture ................................................................................ .IDLE CUT-OFF
Mag switches ............................................................................................ON
Throttle .......................................................................................... full OPEN
Prop ......................................................................................................... clear
Starter ................................................................................................ engaged
When engine starts:
Mixture .............................................................................................. advance
Throttle .......................................................................................... 1000 RPM
BEFORE TAXIING
APU .................................................................................................. removed
Master switch ............................................................................................ ON
Lights ............................................................................................ as required
Heater!Air cond ............................................................................. as required
Avionics switches ...................................................................................... ON
Gyros .......................................................................................................... set
Altimeter and clock .................................................................................... set
Electric trim .......................................................................... ON and checked
Autopilot .............................................................................checked and OFF
Fuel valves (all positions) ..................................................................checked
Radios ................................................................................................ checked
TAXIING
Brakes ., ............................................. ,...... ,............. ,............. ,........... ,.checked
Flight instruments ..............................................................................checked
ENGINE RUN-UP
WARNING
No braking will occur if handle is pulled prior
to brake application.
Mixtures ................................................................................................ RICH
Prop controls ............................................... :...................................... forward
Cowl flaps ............................................................................................ OPEN
Engine instruments ............................................................................. checked
I
Throttles ......................................................................................... 1500 RPM

Prop controls (max. drop 500 RPM) ....................................... feather checked
Gyro pressure (4-6 in. Hg) .................................................................chccked
Alternator output ................................................................................checked
Alternator inop. lights .............................................................................OUT
Annunciator panel lights ......................................................................... OUT
Throttles ......................................................................................... 2300 RPM
Mags (max. drop 175 RPM;
max. diff. 50 RPM) ........................................................................checked
Prop controls (max. drop 300 RPM) ................................................ exercised
Throttles (600-650 RPM) ........................................................... .idle checked
Throttles ......................................................................................... 1000 RPM
Friction lock .............................................................................................. set
BEFORE TAKEOFF
Seat belts and no smoking sign ................................................................. ON
Fuel selectors ............................................................................... .INBOARD
Fuel quantity ....................................................................................sufficient
Mixtures and props ............................................................................ .forward
Flaps .................................................... checked and set 0 for normal takeoff
checked and set 15 for short field takeoff
AutopiJot ................................................................................................. OFF
Trim ............................................................ ,............................................... set
Surface deice ........................................................................................... OFF
Pitot and prop heat ......................................................................... as required
Windshield heat ............................................................................. as required
Avionics ........................................................................................ as required
Direction indicator...................................................................................... set
Radar ...............................................................................................as desired
Transponder ................................................................................... a5 required
Controls ............................................................................................. checked
Emergency fuel pUlnps .............................................................................. ON
Air conditioner ........................................................................................ OFF
Prop Sync ................................................................................................ OFF
NORMAL TAKEOFF
Throttles ....................................................................................... full forward
Manifold pressure ...............................................................................checked
Prop speed ..................................................................................... 2575 RPM
Rotate .......................................................................................77 KIAS min.
Gear ............................................... ,............................................................ UP
Accelerate to ............................................................. barrier speed (88 KIAS)
SHORT FIELD TAKEOFF
Brakes ...................................................................................................... hold

Throttles ....................................................................................... full forward
Manifold pressure ..............................................................................checked
Prop speed .....................................................................................2575 RPM
Brakes .................................................................................................. release
Rotate ...............................................................................................71 KIAS
Accelerate to .............................................................barrier speed (87 KIAS)
Alter the barrier has been cleared:
Gear ......................................................................................................retract
Flaps .....................................................................................................retract
Accelerate to ..................................................................... Best Single Engine
Angle of Climb Speed
(93 KIAS)
CLIMB
Maximum Normal Operating Power (when

safely clear of obstacles or terrain) ........................... 39.5" MP, 2400 RPM
Mixture (28 GPH min. 475 0 CHT
max., 15000 EGT max.) ...................................................................LEAN
Cowl flaps ..................................................................................... as required
Emergency fuel pumps ............................................................................ OFF
Air conditioner ................................................................................as desired
Seat belts and no smoking sign ...................................................... as required
Oxygen .......................................................................................... as required
CRUISE
Fuel selectors .................................................... OUTBOARD OR INBOARD

Power .......................................................... ~ .............................................. set
Cowl flaps ,............................................ "....................................... a8 required
Mixture ................................................................................................. Ieaned
DESCENT
Mixtures ................................................................................min. 1350 EGT

Fuel selectors ................................................................................ lNBOARD
Power ............................................................................................ as required
Oxygen (below 10,000 ft.) ....................................................................... OFF
Pitot and windshield heat ...............................................................as required
BEFORE LANDING
Seat belts and no smoking sign .................................................................. ON

Emergency fuel pumps .............................................................................. ON
Air conditioner ........................................................................................OFF
Mixtures ................................................................................................ RICH
Prop sync ....,' ............................................................................................ OFF
Prop controls .................................................................................. 2400 RPM
Gear (below 152 KIAS) ...................................................................... DOWN
Gear lights ...........................................................................................3 green
Gear mirror .........................................................................................checked
Brake pressure ................................................................................... checked
Autopilot ..................................................................................... ;...........OFF
Wing flaps ..................................................................................... as required
(158 KIAS max. to 25)
(127 KIAS max. 40)
Landing tights ................................................................................ as required
Radar ....................................................................................................... OFF
BALKED LANDING
Props ............................................................................................ full forward

Power ............................................................................................ as required
Wing flaps (15 till obstruction clear) ........................................... UP in steps
Gear ........................................................................................................... UP
Wing flaps ............................................ :........................................ UP in steps
Airspeed .................................................................................. t 05 KIAS min.
AFTER LANDING (CLEAR OF RUNWAY)

Cowl flaps ............................................................................................ OPEN
Wing flaps .................................................................................................. UP
Emerg. fuel pumps ................................................................................... OFF
Heater switch (if used) ............................................................................FAN
Prop controls ......................................................................................forward
Strobes ..................................................................................................... OFF
SHUTDOWN
WARNING


Avionics ................................................................................................... OFF
AP/FD .....................................................................................................OFF
Throttles ................................................................................................ .IDLE
Mag grounding ...................................................................................checked
Throttles......................................................................................... 1000 RPM
Lights ...................................................................................................... OFF
Heater switch ...........................................................................................OFF
Electrical equipment ................................................................................OFF
Mixture (1 st eng. started) ...................................................... lDLE CUT-OFF
Gear handle ......................................................................................... DOWN
Gear handle (hydraulic check) ........................................... returned to neutral
Mixture (2nd eng.) ............................................................... .IDLE CUT-OFF
Mags ........................................................................................................ OFF
REVISED: MAY 4, 1990 4-10a REVISED: MAY 4, 1990 4-10a
4-10b 4-10b
4.7 AMPLIFIED NORMAL PROCEDURES (GENERAL)
The following paragraphs are provided to supply detailed information

and explanations of the normal procedures necessary for operation of the
airplane.
4.9 PREFLIGHT CHECK
The airplane should be given a thorough preflight and walk-around

check. The preflight should include a determination of the airplane's
operational status, a check that necessary papers are onboard and in order,
and a computation of weight and C.G. limits, takeoff distance, and in-flight
perfonnance. Baggage should be weighed, stowed, and tied down. A weather
briefing for the intended flight path should be obtained, and other factors
relating to a safe flight should be checked before takeoff.
Before flying, a pilot should complete a personal check list including the
following items:
(a) A current FAA physical.
(b) Sufficient recovery time from debilitating drugs or medication.
(c) No alcohol in the past 8 hours.
(d) Physical condition (no colds, etc.).
(e) Emotional condition (ability to devote full concentration to the
flight).
(f) Sufficient rest for fatigue recovery.
(g) Ability to cope with temporary physical injuries and disabilities.
(h) Ear plugs if necessary.
(i) Spare pair of glasses if required to wear glasses while trying.
COCKPIT
Upon entering the cockpit, release the controls if they have been
secured. After insuring that magneto switches, electrical switches and flap
switch are OFF and that mixture levers are in IDLE CUT-OFF, turn the
master switch ON. Check that the fuel quantity gauges are operating and
that there is sufficient fuel for the flight. Fuel quantity gauges indicate the
amount of fuel in the tanks selected on the fuel selector valves. Check that the
three green gear position lights illuminate. Set all trim controls to neutral
and fully open the cowl flaps. Turn OFF the master switch.
4-11 4-11
While still inside the airplane, check that the emergency window is
secure and that an oxygen mask is present and operational and properly
stowed if installed. Check the oxygen pressure gauge on the lower left
instrument panel to ascertain that the oxygen supply is sufficient. Check that
the oxygen control knob is pushed into the OFF position.
A complete walk-around check should be routinely performed during

each preflight. A set pattern should be established. starting at the cabin door
and proceeding forward, completely around the airplane, and terminating
upon return to the cabin door.
LEFT WING
Proceed first along the trailing edge of the left wing, checking the wings,
control surfaces. and hinges for damage and operational interference. The
wings and control surfaces should be free of ice, snow, frost, or other
extraneous substances. Static wicks should be in place and in good
condition. Nacelle baggage doors should be closed and locked. The fuel
supply should be checked visually. and fuel caps securely in place. Fuel vents
should be clear of obstructions. If surface deicing is installed, the boots
should be free from defects and flat against the wing surface. If tic-downs
and chocks have been employed, they should be removed before flight. The
wing tip and lights should show no signs of damage.
On the underside of the left wing are four fuel drains which should be
briefly drained during the preflight check to allow the removal of any
possible accumulation of moisture or sediment in the fuel system, and to
verify fuel octane by checking the color. Pushing up on the arm of each fuel
drain valve for a few seconds should allow sufficient fuel to flow to allow the
removal of contaminants. Collecting drained fuel in a clear container and
examining it visually is recommended.
The landing gear should be examined. The strut should be inflated to

expose about 3.25 inches of piston tube when supporting an empty airplane
with full fuel tanks and full oil and operating fluids. The condition of
components of the strut, the gear doors, the brakes, the gear micro switch,
etc., should appear sound, and fittings, attachments, screws, hinges, etc.,
should be secure. The tire should be inflated to 60 psi, and should be
examined for breaks. cuts, bruises, cracks, and excessive wear.
At the engine nacelle, access panels should be secure. The engine cowl
flap area, wheel wells, and nacelle intakes should be clear of debris, bird
nests, etc. Oil quantity can be checked through the access door on the top of
the nacelle. The oil filler must be replaced securely.
4-12 4-12
The propeller blades and spinner should be checked for nicks, cracks,
dents, or other defects. There should be no indication of leakage of oil, fuel,
or other fluids in the area of the wing or on or about the nacelle and landing
gear. Inboard of the nacelle, the gear mirror should be clean and intact, and
the wing root fillet should show no signs of stress.
NOSE SECTION
Continue from the left wing forward around the nose section of the
airplane. All access plates should be secure, and the general condition of the
nose section should appear sound. Baggage should be securely stowed and
the baggage compartment door completely closed and locked. Battery vents
and heater inlets and outlets should be open and clear. The nose gear should
be checked in the same manner as the main gear, with a proper strut piston
tube exposure of about 3.25 inches, and a proper tire inflation of 42 psi. No
leakage of hydraulic or brake fluid should be present. If a chock has been
employed, it should be removed. Landing and taxi lights should be clean and
intact.
If pitot tube covers have been installed, they must be removed, and the
pitot head opening checked and ensured clear of insects, dirt, or other
obstructions. When pitot heat operation is to be checked, the master switch
and pitot heat switch mllst be turned on, and the pitot head found hot to
touch. Be careful, as the pitot tube gets extremely hot.
The windshield and pilot and copilot side windows should be clean and
the windshield wipers in good condition.
RIGHT WING
Continuing aft and around the right wing, the same checks and
procedures as performed on the left wing should be completed in reverse
order. There are three fuel valves which must be drained under the right
wing. The right aileron includes a trim tab which must be checked.
FUSELAGE (RIGHT SIDE)
Check the general condition of the right side of the fuselage. The
emergency exit window should be secure and flush with the fuselage skin,
and all side windows should be clean and without defects. Antennas and
cables should be in place and securely attached. The openings in the static
pads should be clean and unobstructed.
4-13 4-13
EMPENNAGE
All surfaces of the empennage should be examined for damage and

operational interference. Fairings and access covers should be attached and
in good condition. Deicer boots should be in good condition and flat against
the surface. The elevator and rudder should be free and in good condition.
With the trim controls set neutral, all trim tabs should be neutral. Check the
condition of the tabs, and ensure that all hinges and push rods are secure and
in good condition. If the tail has been tied down, remove the tie-down rope.
FUSELAGE (LEFT SIDE)
On the left side of the fuselage, the static openings should be clear, side
windows clean and sound, and cabin door attachments and hinges
operational. If night flight is anticipated, before completing the walk-around
ensure that all exterior lights are operational; the master switch must be ON
for this check.
When all occupants are boarded, the pilot should check that all cabin
doors are properly closed and latched. The door support cables should be
held in position, if necessary, so that they will not interfere with the closing of
the door.
4.11 BEFORE STARTING ENGINES
After preflight interior and exterior checks have been completed and
the airplane has been determined ready for flight, the cabin door should be
secured, and all occupants seated. Check that the aft baggage compartment
and the cabin cargo area if it is loaded are secure and that tie-downs are used
where necessary. Passengers should be briefed on the use of scat belts and
shoulder harnesses, the emergency exit, supplementary oxygen, ventilation
controls, seat adjustment, comfort facilities, etc. The pilot should advise the
passengers when smoking is prohibited and caution them against handling
controls, equipment, door handles, and the emergency exit. It may be
advisable to inform passengers of sounds or sensations which may not be
familiar to them, but which are associated with normal flight. All seats
should be adjusted and secured in position and scat belts and shoulder
harnesses properly fastened.
4-14 4-14
WARNING

The parking brake should be set ON by first depressing and holding the
toe brake pedals, and then pulling out the parking brake handle. Check that
I
control levers move smoothly, and adjust the friction control as desired. Fuel
selectors should be set on the inboard tank position, the cross feed turned
OFF, and the fuel fire wall shutoffs checked open.
Check that the manual alternate air controls on the lower instrument
panel are pushed in and OFF. All circuit breakers should be IN and
alternator circuit breaker switches ON. All other electrical switches and all
avionics switches should be OFF. Check that all radio switches, light
switches, and the pitot heat switch are OFF to avoid an electrical overload
when the starter is engaged. The alternate static source control under the left
side of the instrument panel should be OFF, and the mixture controls should
be in the IDLE CUT-OFF position.
Turn ON the master switch. Three green gear lights should illuminate.
The alternator inoperative lights and pneumatic source malfunction lights
should come on and remain on until the engines are started. The door ajar
lights on the overhead panel should both be out. Check that both cowl flaps
are open. Check the function of the boost pump and fuel flow warning lights
by using the press-to-test feature. Check the annunciator panel by using the
press-to-test switch. Before starting the engines, turn ON the seat belt and no
smoking signs, and check that passengers comply.
4.13 ENGINE START

NORMAL START
If an external auxiliary power unit (APU) is used for starting, the
master switch and a\1 avionics switches should be OFF until both engines are
running and the power unit is removed. When an APU is used, it is
recommended that the right engine be started first. Open the throttle of the
first engine to be started about 1/2 inch. advance the propeller control
forward. and turn the magneto switches ON. Advance the mixture control to
RICH for about six seconds to prime the engine, then pull the mixture
control aft to IDLE CUT-OFF. Visually confirm that the propeller area. is
clear, and engage the starter. When the engine starts, advance the mixture
control slowly toward the RICH position. Adjust the throttle as necessary to
maintain a speed below 1000 RPM. Check the oil pressure gauge for an
I
indication. Normally there should be an indication of oil pressure within 30

seconds. In cold weather it may take a few seconds longer. If after allowing
sufficient time there is no oil pressure, shut down the engine until the cause is
determined and remedied. Check the fuel pressure gauge.
Check to see that the alternator inoperative light and the pneumatic
malfunction light for the running engine arc extinguished. To 'check the
function of the hydraulic pump of the first engine started, place the gear
selector lever in the DOWN position. If the pump is functioning properly.
the gear lever will automatically return to neutral.
Start the second engine following the same procedure. The hydraulic
pump check should be eliminated from the starting procedures for the
second engine. When both engines arc running. all warning lights should be
extinguished.
HOT START
If the engines are still warm from previous operation, the mixture
control should remain in IDLE CUT-OFF and the priming steps eliminated.
Open the throttle 112 inch, and advance the propeller control. Turn ON the
magneto switches and engage the starter. When the engine starts, advance
the mixture control, and proceed as in a Normal Start (see above).
FLOOD START
If an engine is flooded (by over priming, for example), the mixture

should be pulled to IDLE CUT-OFF. After turning ON the magneto
switches, advance the throttle to the fully OPEN position and engage the
starter. Advance the mixture control only after the engine has started, and
retard the throttle lever to 1000 RPM.
4.15 BEFORE TAXIING
If an APU has been used for start, it should be disconnected and the
master switch turned ON.
Lights and heater or air conditioner may be turned on as desired. Set

gyros and clocks as required. Set the altimeter to field elevation. Turn ON
and check electric trim. Turn ON the avionics master switch. Check the
autopilot (see Section 9), then turn it OFF. Check the fuel selectors in all
positions, at the same time observing that fuel warning lights should not
illuminate. Check the radios, and set them as desired.
4.17 TAXIING
While taxiing, apply the brakes to determine their effectiveness. Check

the flight instruments to see that they are functioning.
4.19 ENGINE RUNUP
WARNING

Set the parking brnke ON. Advance mixture and propeller controls, and
open the cowl flaps. Check engine instruments to see that they are functional
and that readings arc within limitations. (See Section 2.)
The engines are equipped with a dynamic counterweight system and

must be operated accordingly. Use smooth steady movements of the throttle
controls, and avoid rapid opening and closing. Set the throttles to an engine
speed of 1500 RPM. Retard the propeller controls aft to check feathering;
however, do not allow a drop of more than 500 RPM. Check that the gyro
pressure gauge is reading within the green arc.
Check alternator output by pressing first one and then the other
momentary push button located on either side of the ammeter. Alternator
output readings should be approximately equal.
Advance the throttles until engine speed reaches 2300 RPM. Check the
magnetos on each engine by turning OFF, then ON, each of the four
magneto switches in turn. The normal drop when a magneto is turned off is
about 90 RPM. The maximum allowable drop is 175 RPM. The maximum
differential between the magnetos on one engine is 50 RPM. After checking
one magneto, do not check the next until the engine speed returns to 2300
RPM. Operation of an engine on one magneto should be kept to a minimum.
Exercise the propeIJer levers through their range to check their

operation. Response should be normal. Do not allow speed to drop more
than 300 RPM.
Retard the throttles to 600-650 RPM to check idling. Set the throttles at
1000 RPM; recheck the flight instruments. and reset them if necessary. Set
the desired amount of friction on the engine control levers.
4.21 BEFORE TAKEOFF
Seat belts and no smoking signs should be ON for takeoff. Inboard fuel
tanks must be used for takeoff; therefore ensure that both fuel selectors are
on the inboard tank positions and that the fuel quantity is sufficient. Check
crossfeed is in OFF position.
Check that the mixture and propeller controls arc full forward. Check
the wing flaps for proper operation. Extend wing flaps 15 . Visually confirm
that right and left wing flaps are equally extended. Retract the flaps. After
the flaps begin to move, press and hold the flap test switch. The flaps should
stop and the FLAP annunciator should illuminate. Release the flap test
switch; the annunciator should extinguish and the flaps retract to 0.
Confirm flaps are at 0 for a normal takeoff or 15 for a short field takeoff.
Check to be sure that the propeller synchrophaser autopilot. air conditioner,
and surface deicers arc OFF if installed. Set trim for takeoff.
Recheck alternator output. Turn pitot, propeller, and windshield heat

on if necessary. Set avionics as required. Set the direction indicator if
necessary and set the transponder as required. Make certain that controls are
free and that all engine instruments are reading within limits. Turn
emergency fuel pumps ON for takeoff. Check that no warning lights are
illuminated. Do not take off if a fuel flow warning light is illuminated.
4.23 TAKEOFF
NORMAL
While holding the brakes with the mixlUre and propeJler levers full
forward. advance the lhroules slowly to a manifold pressure of 30 inches of
mercury; then continue 10 advance the throttles at a normal rate and release
brakes, do not allow manifold pressure to cl(ceed 49 inches. Use smooth,
steady thronle movements and avoid rapid opening and closing. Propeller
speed far takeoff should be 2575 RPM.
The engines are adjusted to provide 43.5 inches Hg. manifold pressure
at full throttle in standard temperature al sea level. Depending upon altitude
and temperature it is possible to reach higher (up to 49 inches) or lower
manifold pressures,
Each engine density controller is set to produce rated takeoff power for
that engine. The takeoff power manifold pressure for each engine will not
necessarily be the same. However. if the spread in manifold pressure exceeds
1.5 inches during a full throttle climb. the density controller settings should
be checked and serviced.
At 77 KIAS. rotate the aircraft and allow it to fly off. Maintain a pitch
anitude which will result in acceleration of the aircraft to 88 KIAS at 50 feel.
Before the airspeed exceeds 127 KIAS. retract the landing gear. Continue to
accelerate to the desired climb airspeed.
SHORT FJELD
The initial segment of the short field takeoff procedure is identical to the
normal procedure except that the brakes shall be held until it has been
detennined that each engine is operating nonnally at maximum continuous
power. After it has been detennined that each engine is operating normally
at maximum continuous power. release the brakes. neutralize the elevator
control and initiate the takeoff roll. Maintain directional control with the
nose wheel steering system only. Avoid making steering inputs with the
brakes as this may result in increasing the takeoff ground roll distance.
At 71 KIAS. rotate the aircraft to achieve an attitude that will result in

an initial climb airspeed of 87 KIAS. Maintain 87 KIAS until the barrier has
been cleared. Alter the barrier has been cleared, retract the landing gear, the
naps and accelerate to 93 KIAS (best singlc engine anglc of climb).
4-18a 4-18a
4-18b 4-18b
1 424 CLIMB
When clearance above obstacles and terrain permits, reduce to
Maximum Nonnal Operating Power by sening the lhronles 10 39.5 inches
Ug. manifold pnl~surc and the propellers to 2400 RPM. Tum air conditioner
on as desired. Lean the mixture to a minimum fuel now of 28 gallons per
hour at a maximum exhaust gas temperature of 1450F and maximum
cylinder head temperature of 475F. Adjust the cowl !laps and mixture as
necessary to maintain engine temperatures within limits.
Turn the emergency fuel pumps OFF one at a time. and check the fuel
gauge and warning lights. At power settings above 75%, maintain the
mixture controls in the full RICH position except with Maximum Nonnal
Operating Power setting when the mixture may he leaned as stated in the
preceding paragraphs.
Although the maximum approved operating altitude for this airplane is
24,000 feet, under standard atmospheric conditions and at maximum gross
weight lhe mUlti-engine service ceiling and absolute ceiling are 26,300 feel
and 27.300 feet, respectively.
4.25 CRUISE
During cruise it is recommended Ihal when the airplane is loaded to a

rearward e.G., fuel from the outboard tanks be used tirst. This will tend to
move the C.G. forward with fuel hurn-orr. Out hoard tanks should be used
during coordinated level flight only. If outboard tanks are used during
climbs, descents or prolonged uncoordinated level flight, power loss may
result even if there is appreciable fuel remaining.
Since inhoard tnnks must he used for landing, be sure to retain sufficient
fuel in the inboard tanks for normal descent and landing in addition to
reserve fuel for a possible go-around.
The cruising speed of the Navajo C/R is determined hy many fact01'S,

including power selling, altitude, temperature, load and equipment
installed. Refer to Section 5 - Performance - for power settings and
performance under various conditions.
The Lycoming engines on this airplane can be cruised at any power level
from 245 BHP to 180 BHP. An engine speed of 2400 RPM, is recommended
for maximum cruise perfomlance, while a lower engine speed down to 2200
RPM is recommended for more economical cruising conditions. (Refer to
the Power Setting Table in Section 5 - Performance - for recommended
power settings.)
During power changes, move the throttles slowly to the desired power
setting, wait a few seconds for the system to stabilize. and then make
adjustments, if necessary, after leaning the engines. Always return the
mixtures to full rich before increasing power. To increase power, always
increase RPM (propeller control) before increasing manifold pressure
(throttle control). To decrease power, always decrease manifold pressure
first, then RPM.
Por maximum service life from the engines, maintain cylinder head
temperatures below 435P during high performance cruise operation and
be]ow 400 0 P for economy cruise power. At high altitudes the cylinder head
temperatures can be maintained within norma] limits through careful
leaning and proper adjustment of the cow] flaps. It may be necessary at high
altitudes to enrich the mixture, with partial cowl flap, to maintain normal
temperatures.
Do not lean the engines above 75% power except during Maximum
Normal Operating Power (Refer to the Power Setting Table in Section 5.)
Never exceed 1650 0 P EGT. Refer to paragraph 4.37 for Leaning
Procedures.
Puel flow warning lights indicate an impending fuel flow interruption

which could result in power loss. Any time fuel pressure drops below 30 psi
the emergency fuel pump should he turned ON.
During cruise, propellers should be synchronized as close as possible.

The control levers can be secured in their settings by use of the friction knob
on the right side of the control pedestal. During flight, monitor fuel gauges
and engine gauges.
4.27 DESCENT
During power reduction for descent, be sure EGT is maintained at

minimum of 1350F. Throttling back at high altitudes (above 15,000 feet)
without first checking that the mixture has been so leaned could result in
engine power loss.
Set fuel selectors on INBOARD tanks and set power as required for
descent. Adjust cowl flaps as necessary to maintain engine temperatures
within limits.
At altitudes below 10,000 feet, turn OFF the oxygen system. The pitot
heat and windshield heat may be used as required.
4.29 BEFORE LANDING
When preparing for landing, turn ON seat belt and no smoking signs
and ensure that all occupants comply. Turn ON emergency fuel pumps, turn
OFF air conditioner and set mixture controls to full RICH. If a propeller
synchrophaser system is installed, turn it OFF.
Set the propeller controls to 2400 RPM. Landing gear may be lowered
at airspeeds below 152 KIAS . Determine landing gear extension by checking
the gear position lights. Secondary indications of gear extension are the
return of the selector lever to a neutral position and the appearance of the
nose gear in the gear mirror on the inboard side of the left nacelle.
Operate the toe brakes to determine if there is sufficient pressure for

normal braking and make sure that the parking brake is not set. Should
brake freeze-up (caused by icing of the brake assembly during flight) be
suspected, it is recommended that maximum brake pressure be applied
several times to "break-up" possible ice accumulation. The autopilot and
propeller synchrophaser should be OFF for landing.
Extend the wing flaps as required. The maximum speed for up to 25 of

flap extension is 158 KIAS; the maximum speed for 40 flap extension is 127
KIAS.
Landing lights should be turned on as required. Radar should be OFF

for landing.
4.31 BALKED LANDING
In a balked landing situation, set props full forward and apply power as
required, set the flaps to 15 and retract the landing gear. Flaps should be set
at 15 until obstacles are cleared. A minimum airspeed of 105 KIAS should
be attained.
The Before Landing checklist should be completed before all landings;

landing after go-arounds or balked landings are no exception.
4.33 AFTER LANDING (CLEAR OF RUNWAY)
When the airplane is taxied clear of the active runway, cowl flaps should
be fully opened, wing flaps should be fully retracted, and trim set to neutral.
The emergency fuel pumps and strobe lights should be turned OFF.
If the heater is in use, place the heater switch in the FAN position for a
few minutes to allow the heater to cool down before turning it off. This
cooling down period is only necessary during ground operation, not when
the heater is turned off in flight.
Taxi with the propeller controls full forward. Unnecessary radio and
electrical equipment may be shut down.
4.35 SHUTDOWN
WARNING

After the airplane is taxied to a stop, set the parking brake. If the
temperature is below freezing and the brakes are wet, they should not be set if
there is a possibility of the brakes being frozen. Turn OFF avionics and the
autopilot AP/FD master switch. The heater switch may be turned OFF after
it has cooled down. Turn OFF all other electrical equipment.
.
Retard the throttle levers to idle power before checking magneto
I
grounding. Turn both magnetos on one engine OFF, then immediately back
ON. An engine will stop briefly if magnetos are grounded. During this check,
do not allow engines to come to a complete stop.
Advance the throttles to 1000 RPM to check the battery. With both
engines turning 1000 RPM and all electrical equipment off, if the ammeter
shows a battery charge rate in excess of 25 amps, the battery has a low
charge. In this case, do not stop engines until current drops below 25 amps or
there may not be sufficient battery current for starting.
Leave throttles at 1000 RPM. Since one engine's hydraulic pump was
tested at start, the other should be tested at shutdown. Place the mixture
control of the first engine started in IDLE CUT-OFF. When the engine has
stopped, place the gear selector handle DOWN. If the hydraulic pump on the
running engine is functioning. the selector will return to neutral. After this
check, place the mixture control of the second engine in IDLE CUT-OFF.
Switch magnetos OFF, and, lastly, turn the airplane master switch OFF.
For mooring instructions refer to Paragraph 8.9.
4.37 LEANING PROCEDURES
When leaning below best power is permitted (refer to Maximum

Manifold Pressure Vs. Altitude graph in Section 5 - Performance), the
engines may be operated at peak EGT or on the lean side of peak EGT as
long as stable engine operation results without exceeding any engine
limitations during steady state or transient conditions.
BEST POWER
To lean the mixture to best power, proceed as follows:

(a) Lean the mixture slowly until EGT has stabilized at peak.
NOTE
Do not exceed 1650F EGT.
(b) Enrich the mixture 125F.

(c) At high power setting if 1650F is reached before peak EGT, refer
to Lycoming Operator's Manual for correct procedure.
IBEST ECONOMY
To lean the mixture to best economy, proceed as follows:
(a) Lean the mixture slowly until EOT has stabilized at peak.
NOTE
Do not exceed 1650F EOT.
LEAN SIDE OF PEAK
To lean the mixture on the lean side of peak, proceed as follows:

(a) At the desired power setting, lean the mixture slowly until EOT has
stabilized at peak.
NOTE
Do not exceed I 650F EOT.
(b) If peak EOT is I 650F or less, continue to lean until a maximum of

50 reduction in EOT is obtained. Readjust manifold pressure as
necessary to maintain the desired power setting.
(c) If I 650 0 P EOT is reached before peak EOT is obtained, lean

according to the following procedure:
(1) With the mixture leaned to 1650F, reduce manifold
pressure until EOT is reduced approximately 75.
(2) Lean the mixture slowly until peak EOT is obtained.
(3) Lean the mixture additionally until 50_100 on the lean
side of peak is obtained. Do not lean into engine roughness.
(4) Slowly increase manifold pressure to the desired power
setting without permitting EOT to exceed 1650F.
(5) Carefully adjust the mixture until EOT is 1625 to
NOTE
Enriching the mixture will increase the EOT

when operating on the lean side of peak EOT.
(6) Before enriching the mixture, reduce the manifold

pressure as in step (I) to prevent exceeding 1650oP, EOT.
4.39 VSSE INTENTIONAL ONE ENGINE INOPERATIVE SPEED
VSSE is a speed selected by the aircraft manufacturer as a training aid for

pilots in the handling of multi-engine aircraft. It is the minimum speed for
intentionally rendering one engine inoperative in flight. This minimum
speed provides the margin the manufacturer recommends for use when
intentionally performing engine inoperative maneuvers during training in
the particular airplane.
The intentional one engine inoperative speed, VSSE for the PA-31-325
is 87 KIAS.
4.41 VMCA AIR MINIMUM CONTROL SPEED
YMCA is the minimum flight speed at which a twin-engine airplane is

directionally controllable as determined in accordance with Federal Aviation
Regulations. Airplane certification conditions include one engine becoming
inoperative and windmilling; not more than a 5 bank toward the operative
engine; landing gear up; flaps up, and most rearward center of gravity.
YMCA for the PA-31-325 has been determined to be 71 KIAS.
The YMCA demonstration, which may be required for the FAA flight
test for the multi-engine rating, approaches an uncontrolled flight condition
with power reduced on one engine. The demonstration and all intentional
one engine operations should not be performed at an altitude of less than
5000 feet above the ground. The recommended procedure for YMCA
demonstration is to reduce the power to idle on the simulated inoperative
engine at or above the intentional one engine inoperative speed, VSSE, and
slow down at approximately one knot per second until the FAA Required
Demonstration Speed, YMCA, or stall warning is obtained.
VSSE is a minimum speed selected by the manufacturer for intentionally

rendering one engine inoperative in flight for pilot training.
VSSE for the PA-31-325 is 87 KIAS.
YMCA DEMONSTRATION
(a) Landing Gear UP

(b) Flaps UP
(c) Airspeed at or above 87 KIAS (VSSE)
(d) Propeller Controls HIGH RPM
(e) Throttle (Simulated Inoperative Engine) IDLE
(0 Throttle (Other Engine) MAX ALLOWABLE
(g) Airspeed reduce approximately I knot per
second until either YMCA or STALL
WARNING is obtained
CAUTIONS
Use rudder to maintain directional control

(heading) and ailerons to maintain 50 bank
towards the operative engine (lateral attitude).
At the first sign of either YMCA or stall warning
(which may be evidenced by: Inability to
maintain heading or lateral attitude,
aerodynamic stall buffet, or stall warning horn)
immediately initiate recovery; reduce power to
idle on the operative engine, and immediately
lower the nose to regain VSSE
One engine inoperative stalls are not recom-

mended.
Under no circumstances should an attempt be made to fly at a speed

below YMCA with only one engine operating.
4-26 4-26
4.43 SIMULATED SINGLE ENGINE ZERO THRUST
To approximate single engine flight conditions without intentionally

rendering an engine inoperative, use the following power settings to simulate
zero thrust (feathered) conditions.
Mixture control (inop. engine) .....................................full rich

Propeller control (inop. engine) ............................... high RPM
Throttle (inop. engine) ...................................adjust to achieve
RPM listed below
ZERO THRUST
KTAS RPM
80 1600
90 1800
100 2000
110 2200
120 2400
125 2500
Straight line variation between points.
TABLE OF CONTENTS
SECTIONS
PERFORMANCE
Paragraph Page
No. No.
5.1 General........................................................................................ 51
5.3 Introduction - PClfol'mance and Flight Planning ........................ 5-1
5.5 Flight Planning Example ............................................................ 5-2
5.7 Performance Graphs ................................................................... 5-9
List of Figures ............................................................................. 59

5-i 5-i
PA-31-325, NAVAJO C/R PERFORMANCE PA-31-325, NAVAJO C/R PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
All of the required (FAA regulations) and complementary performance

information applicable to the Navajo C/R is provided in this section.
Performance information associated with those optional systems and

equipment which require handbook supplements is provided by Section 9
(Supplements).
The pilot should use the full Maximum Continuous Power rating of the
engine when safety considerations so dictate.
5.3 INTRODUCTION ~ PERFORMANCE AND FLIGHT PLANNING
The performance information in this section is based on measured

Flight Test Data corrected to I.C.A.O. standard day conditions and
analytically expanded for the various parameters of weight, altitude,
temperature, etc.
The performance charts are unfactored and do not make any allowance
for varying degrees of pilot proficiency or mechanical deterioration of the
airplane. This performance can, however, be duplicated by following the
stated procedures in a properly maintained airplane.
Effects of conditions not considered on the charts, such as the effect of a

soft or grass runway surface on takeoff and landing performance, or the
effect of winds aloft on cruise and range perfomlance, must be evaluated by
the pilot. Endurance can be grossly affected by improper leaning procedures,
and inflight fllel flow and quantity checks are recommended.
5-1 5-1
PERFORMANCE PA-31-325, NAVAJO C/R PERFORMANCE PA-31-325, NAVAJO C/R
REMEMBER! To get chart perfornmnce. follow the chart procedures.
The information provided in item 5.5 (Flight Planning Example)

outlines a detailed flight plan using the performance charts in this section.
Each chart includes its own example to show how it is used.
5.5 FLIGHT PLANNING EXAMPLE
The following Flight Planning Example illustrates the correct

utilization of pertinent data presented in this section of the manual.
(a) Associated Conditions
Certain basic information must be gathered when planning a

flight. This information includes departure and destination airport
conditions, en route conditions, and basic aircraft conditions.
Such factors as weather, the status of the runway, the distance of
the flight, the number of passengers, etc., must be determined.
Assume, for example, the following conditions:
(1) Departure Airport Conditions
Outside Air Temperature 17C
Pressure Altitude 2000 ft.
Wind and Direction 15 kts at 360
Runway Direction 300
(2) Cruise Conditions

Outside Air Temperature _5C
Pressure Altitude 10,000 ft.
En route Distance 500 naut. mi.
Power Setting 210 BHP
Mixture Setting Best Economy
(3) Destination Airport Conditions

Outside Air Temperature 20 C
Pressure Altitude 2000 ft.
Wind and Direction 10 kts. at 3300
Runway Direction 270
(4) Aircraft Configuration

Basic Weight (assumed for example) 40501bs.
Fuel Tanks (total capacity) 183.5 gal.
Occupants 6 at 170 lbs. each
Baggage 1801bs.
5-2 5-2
(b) AircraftLoading
The airplane weight and center of gravity may be determined

by utilizing the information given in Section 6 (Weight and
Balance) of this handbook.
The basic empty weight for the airplane as licensed at the I

factory has been entered in Figure 6-7. If any alterations to the
airplane affecting weight and balance have been made, reference to
the aircraft logbook, Weight and Balance Record (Figure 6-9) or
latest FAA Major Repair or Alteration Form should be made to
determine the current basic empty weight of the airplane.
Use the Weight and Balance Loading Chart (Figure 6-15) and
the Weight, Moment and C.O. Limit graph (Figure 6-17) to
determine the total weight of the airplane and the center of gravity
position.
After proper utilization of the information provided. assume

that the following weights have been determined for consideration
in the Flight Planning Example:
(I) Basic Weight (assumed for example) 40501bs.
(2) Occupants (6 at 170 lbs. each) 10201bs.
(3) Baggage 1801bs.
(4) Fuel (183.5 gal. at 61bs./gal.) 1101 Ibs.
(5) Ramp Weight (total of above) 6351 lbs.
(6) Landing Weight (takeoff weight
minus item (h), Total Fuel Required) 58191bs.
The landing weight cannot be determined until the weight of

. the fuel to be used has been established.
Ramp weight is below the approved maximum of 6540 lbs.

Determine that weight and balance calculations have shown the
C.O. position to be within the approved limits.
(c) Takeoff Distance
After determining the aircraft loading. all aspects of takeoff

must be considered. Conditions of the departure airport and
takeoff weight should be appJied to the appropriate Takeoff
Distance graph to determine the length of runway necessary.
Takeoff conditions for the Flight Planning Example are listed
below:
(1) Wind 15 kts. at 360
(2) Angle between Flight
Path and Wind
(3) Head Wind Component (from Wind
Component Graph. Figure 5-11) 8 kts.
(4) Outside Air Temperature l7C
(5) Pressure Altitude 2000 ft.
Using the Normal Takeoff over 50 Feet graph (Figure 5-13)

the takeoff distances are as follows:
Total Distance 2600 ft.
Ground Run 1425 ft.
(d) Climb
Entering the example conditions of the departure airport and

the cruise altitude into the Time. Fuel and Distance to Climb graph
(Figure 5-25) yields the following:
(I) Time to Climb 9 - 2 - 7 minutes
(2) Fuel to Climb 50 - 10 - 40 Ibs.
(3) Distance to Climb 17 - 3 - 14 naut. miles
NOTE
The effect of winds aloft must be considered by

the pilot when computing climb, cruise. and
descent performance.
(e) Descent
Entering the cruise and destination airport conditions into the

Time, Distance and Fuel to Descend graph (Figure 5-43) yields the
following:
(1) Time to Descend 10 - 2 - 8 minutes
(2) Distance to Descend 30 - 6 - 24 naut. miles
(3) Fuel to Descend 17 - 3 .. 14 Ibs.
5-4 REVISED: AUGUST 17, 1981 5-4 REVISED: AUGUST 17, 1981
(f) Cruise
Subtracting the previously calculated distance to climb and

distance to descend figures from the total en route distance yields
the total cruise distance. Par example:
Cruise Distance
... En route Distance Climb Distance Descent Distance
... 500 - 1424
- 462 naut. miles
Prom the True Airspeed Vs. Pressure Altitude graphs

(Pigures 5-27 - 5-29) for 210 BHP, Bes~ Economy Mixture, the
cruise airspeeds are 179 kts at 6500 lbs. and 184 kts at 5500 Ibs.
The average cruise weight is estimated as:

Average Cruise Weight
= Takeoff wt. . Cruise Distance x Cruise Fuel Flow
Cruise Airspeed at 6500 Ibs. x 2
... 6351 - 500 x 174

179 x 2
... 6108 lbs.
Interpolating these values for 6108 lbs. (preliminary cruise

weight), the cruise speed is 181 kts.
Fuel Flow is 29.0 gallons/hour (174 Ibs.lhr.).
Cruise time and fuel may be calculated by the following

formula:
Cruise Time
.. Cruise Distance/Cruise Speed
.. 4621181
- 2.55 hours or 153.1 minutes
Cruise Fuel
... Fuel Plow x Cruise Time
- 174 x 2.55
- 4431bs.
The above data can be used to calculate an average cruise

weight in the foll owing manner:
Average C ruise Weight
=Takeoff Wt. - Ramp Fuel- C limb Fuel - C ruise Fuel
2
= 6351-40-40-443
2
= 6050 Ibs.
If the average cruise weight was fo und to be significa ntl y

different from the estimated cruise weight , the cru ise a irspeed
would be c hanged to coincide with this weight by interpolating
between the appropriate two aircraft weights. For exa mple, had
the a ve rage cruise weight been found \0 be 5700 Ibs., then the cruise
speed would be corrected to 183 kts.
(g) Total Flight Time
The total flight time is determined by adding the time to climb,

cruise time, and time to descend. The followin g flight time is
required for thi s Flight Planning Example:
Total Flight Time
= Time to C limb + C ruise Time + Time to Descend
= 7+153+8
= 168 minutes
(h) Total Fuel Required
Determine the total fuel req uired by adding fuel for taxi and
takeoff, fuel to climb, cruise fuel , and fuel to descend . When the
total fuel (in pounds) is determined , di viding this value by 6
Ibs./ gal. will give the total fuel in gallons to be used forthe fli ght.
Total fuel calculations for the F light Planning Example a re s hown
below:
Total Fuel Required
= Fuel for ta xi and takeoff + Fuel to Climb +
C ruise Fuel + Fuel to Descend
=40 + 40 + 443 + 14
= 537 Ibs. (89.5 gallo ns)
5-6 5-6
(i) Landing Distance
Subtracting the total fuel required from the takeoff weight of

the airplane gives the landing weight:
Landing Weight
.. Takeoff Weight - Total Fuel Required
... 6351 - 537
-5814Ibs.
Destination airport conditions applied to the Wind

Component graph (Figure 5-11) gives the following headwind
component for the Flight Planning Example:
The angle bctween the flight path and wind is 3300 -2700 or 60 0
Therefore, the Head Wind Component is 5 kts.
From the Landing Distancc over 50 Feet graph (Figure 5-53),

with the destination airport conditions, the distances required for
landing for the Flight Planning Example are as follows:
( 1) Total Distance 2220 ft.
(2) Ground Roll 1770 ft.
5-7 5-7
5-8 5-8
5.7 PERFORMANCE GRAPHS
LIST OF FIGURES
Figure Page
No. No.
5-1 Airspeed Calibration - Nonnal System....................................... 5-11

5-3 Airspeed Calibration - Alternate System .................................... 5-12
5-5 Altimeter Calibration - Nonnal System...................................... 513
5-7 Altimeter Calibration - Alternate System ................................... 514
5-9 Stall Speeds ................................................................................. 5-15
5-11 Wind Components ....................................................... ............... 5-16
5-13 Nonnal Takeotf Distance Over 50 Feet ...................................... 5-17
5-14 Normal Accelerate/Stop Distance............................................... 5-18
5-15 Nonnal Accelerate/Stop Distance
(Cleveland Heavy Duty Brakes) ............................................ 5-19
5-16 Short Field Takeoff Distance Over 50 Feet ................................ 5-20
5-17 Short Field Accelerate/Stop Distance ......................................... 5-20a
5-18 Short Field Accelerate/Stop Distance
(Cleveland Heavy Duty Brakes) ............................................ 520b
5-19 Multi-Engine Climb
(Maximum Normal Operating Power) ................................... 5-20c
5-21 Single Engine Climb ................................................................... 5-21
5-23 Single Engine Service Ceiling .................................................... 5-22
5-25 Time, Fuel, and Distance to Climb
(Maximum Nonnal Operating Power) ................................... 5-23
5-27 True Airspeed Vs. Pressure Altitude - 6500 Lb .......................... 5-24
5-28 True Airspeed Vs. Pressure Altitude - 6000 Lb.......................... 5-24a
5-29 True Airspeed Vs. Pressure Altitude - 5500 Lb.......................... 5-25
5-31 Power Setting Table .................................................................... 5-26
5-32 Cruise Perfonnance - 245 BHP - 2400 RPM.............................. 5-26a
5-33 Cruise Perfonnance - 210 BHP - 2300 RPM.............................. 5-26b
5-34 Cruise Perfonnance - 180 BHP - 2200 RPM .............................. 5-26c
5-35 Range Profile .............................................................................. 5-27
5-36 Endurunce Prot]lc .........................................,..............u............. 5-28
5-37 Maximum Manifold Pressure Vs. Altitude ................................. 5-29
5-39 Fuel Flow Vs. Percent Rated Power ........................................... 5-30
.5-41 Holding Time .............................................................................. 5-31
5-43 Time, Fuel, and Distance to Descend ......................................... 5-32
545 Balked Landing Climb Performance .......................................... 5-33
Figure Page
No. No.
5-47 Landing Distance Over 50 Feet .................................................. 5-34

5-49 Landing Distance Over 50 Feet
5-51 Short Field Landing Distance Over 50 Feet ............................... 5-36
5-53 Short Field Landing Distance Over 50 Feet
PA-31-325
INDICATEO AIRSPEED t(TS.
AIRSPEED CALIBRATION NORMAL SYSTEM

Figure 5- 1
5-11 5-11
'"
..
,
E 1.0
,
at 110
ia
I!! 110
i
i! ."
"
" '" ... ." '"

INOICATED AIRSPEEDS KTS . '"' '"
AIRSPEED CALIBRATION - ALTERNATE SYSTEM
Figure 53
5-12 5-12
ISSUED: SEPTEMBER 17, 1979
PA-31-325, NAVAJO C/R

PIPER AIRCRAFT CORPORATION
REPORT: LK-1207
PERFORMANCE
SECTION 5
5-13

PA-31-325
ALTIM'EfER' CAL"SRATION
NORMAl SYSTEM
> NOTE: INOICATED AIRSPEED AND AlTITUDE ZOOOOFT.
~ ASSUYES ZERO INSTRUMENT ERROR
~
~
~
zoo
:;t:I 10000 FT.,
(")
>
'T]=-
r"
_.:;t:I
t: 150
z '0
c:.......C~
SEA LEVEl.
r.<>
5;'-3
(")-
o
t=
~ 100
.. ...
.:. ~ ~~
VlO II: ""'"
0.2: II:
o()

~
:;t:I
II:
... &0
Iii
3: ~
>
r" 5c
mple:
o
~
Indicated airspeed: 160 knots
~!O SEALEVEL:
REPORT: LK-1207
Altitude: 10.000 ft.

PERFORMANCE
ZOOOOFT.
Altimeter correction: Add 80 ft.
Calibrated Altitude: 10.080 ft.
.so
SECTION 5
100
5-13
70 10 110 130 1&0 170 110 Z10 230

INDICATED AIRSPEED - KTS
PA-31-325
lNDICAn:D AIRSPEED ICTS.

~
~ 20
S-60
i3 -10
~-40
u_~

to
o
;l
'"
">'"
'"-'"
c-
i i:
;:;>
a~z
~~
O
~
;:;
'"'"
~>
~
z
5-14 5-14
REVISED: FEBRUARY 27, 1980

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-15

PA-31-325
sTA'(l's'PEEDs'
CTTTTT IDLE POWER 11111111111111111111111111111
NOTES: 1. MAXIMUM ALTlTUDE LOSS DURING STAU RECOVERY IS APPROXIMATELY
600FT.
2. MAXIMUM NOSE DOWN PITCH ATTn'UDE AND ALTITUDE LOSS DURING
RECOveRY FROM SINGlE ENGINE STAU.S ARE APPROXIMATELY 6' AND
600 FT. RESPECT1VELY.
3. LANDING GEAR POSmON HAS NO EFFECT ON STAlL SPEED.
CI)
_. ,~
'71_
Example:
Weight: 5400 Ibs. EQUIVALENT SPEEDS
~r-c Flap position: 0" O'FLAPS
KIAS KCAS
76 82 120
a~ Angle of bank: 30
Stall speed: 74 KIAS
16'FLAPS
4O'FLAPS
73
70
75
73
Y't:.j 110 ~
\O~
'=' i2
CI) 100
m
C
90 :l
A-
m
80 ...J
REPORT: LK-1207
...J
<[
PERFORMANCE
70 t;
FI
FLAPS 1&'
FLAPS 40' 80
SECTION 5
11600 eooo 6600 6000 &0 80 60

5-15
WEIGHT LaS. ANGLE OF BANK DEGREES

PA-31-325
WIND COMPONENT
. Example:
Wind velocity: 30 knOIS
Angle between flighl palh end wind: 30
Heedwind componenl: 26 knolS
Crosswind com enl: 16 knOIS
ANGLE BETWEEN FLIGHT PATH AND WIND DEGREES
10
ui
.
~ 40
!iUI
4
z 110
~
2
30
8 10
c
Z
1
:z:
20 70
10 10
0 10
0 10 20 30 40 110
CROSSSWIND COMPONENT KTS.
WIND COMPONENTS
Figure 5-11

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-17

PA-31-325
NORMAL TAKEOFF DISTANCE OVER 50 FEET:
BOTH ENGINES MCP 12575 RPM) PRIOR TO BRAKE RELEASE
Z
-. MIXTURES FULL RICH. COWL FLAPS OPEN.
...
s:--
AIR CONDITIONER - OFF. FLAPS 0, PAVED DRY LEVEL RUf<lWAY.
:::: o~
ROTATE SPEEO 77 KIAS
;-2
.-
>
Example:
BARRIER SPEED 88 KIAS .z
c.
:
I/~
~ OAT: +10"C =i
1=
~
~
--
""'
~
Pr_re -"ifude: ... ' - '
Weight: 6100 ...
Wind: 10 1ct8. hudwind
1M
Z
:I.
=J
z.
c
o.
--:1~ ::; ~! 4000
Ground run: 1110 ft. ..:
to Total distance: 1820 It. ,1M
~~
'II:
'Jl ..."
~;i.0 t:
'> ~ 3000 wI
wZ c;
-...~
o
Z
~
~
c<: ~,
"l!'...:...
20005
VI
"'"'IS::7....
~
........
,.. oW
sP.L~
<It
REPORT: LK-1207
= ~
PERFORMANCE
~ 1000~
~
..,
~
SECTION 5
30 -20 -10 0 10 20 30 40 1600 5600 4600 0 10 20 30 o 60 0

OUTSIDE AIR .TEMP - C WEIGHT LBS. WIND - KTS BARRIER - FT.
5-17
5-18
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-18
REPORT: LK-1207
PERFORMANCE
SECTION 5
PA-31-325
NORMAL ACCELERATE/STOP DISTANCE
BOTH ENGINES MCP 12571 RPM) PRIOR TO BRAKE RELEASE
MIXTURES FUll RICH. COWL FLAPS OPEN.
z &ample: AIR CONDmONER OFF. FLAPS 0. PAVED DRY lEVEL RUNWAY.
o OAT: t1crC MAXIMUM BRAKING. ABORT SPEED 77 KIAS
'>3:" I'nIssure altitude: sea leftl

Weight: 6100 Ibs.
_an;
DlSTAJoCEa INCl.UD A FAIWIIllllCOGMnOfl1lllll
OF:aNCONDS.
Bl.'
1000
~
t"" ~nd: 'Ok~.~nd
I:.
>
n
AcceIefate/stop disr.: 2330 ft.
..: ...y.
~
..:
..:III ~
n C
IU'
C'
~ 4000 ...
~t"" U
~~ ~. Z
c::'"
d>
VI.., flrttl
EV\'
:st.'" \.:
C
;
30000
i:~ A.
(:5 ~
~ '"
2000~
-
o Ie
en ~
~ 11/
U
z 1000~
n~
30 .20 -19 0 10 20 30 ~.&OO iOOO S500 1000 4600 0 10 20 30 0

OUTSIDE AIR TEMPERATURE - C WEIGHT - lBS. WIND COMPONENT
- KTS

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-19

PA-31-325
,T"-"""""""""",,,
ORMAL ACCELERATE/STOP DISTANCE
BOTH ENGINES MCP (2576 RPM) PRIOR TO BRAKE RELEASE
MIXTURES FULL RICH. COWL FLAPS OPEN.
Z AIR CONDITIONER OFF, FLAPS 0, PAVED DRY LEVEL RUNWAY,
- 0
(")::c MAXIMUM BRAKING. ABORT SPEED 77 KIAS
t""
~:: Uilmpl.: HEAVY DUTY BRAKES: CLEVELAND 3096A
<>
~r-
OAT: +10C NOTE
DlSfANCES ....eLuDE A FAILURE ReCOGtCITtON nME 5000
Pressure altitude S~a !ewel OF3S~~~OS
t""> Weight: 6100 Ibs. III ;..
>(")
Z(i Wind: 10 Itts. headwind
Z
:;
Z
:l t
_o~ I
.,:c -
Acc:eIerate/stopdist.: 2010 ft. "- .:i~~
:c ...
c.~~ '"a: 4000 ILl
U
Z
?>::c
,.;.<> ~
. -<.., ~ :.s,'
.~
II)
:j; ...... ~ 3000

c:t"I'l 0.
e
..,'"
..d2
svLEVEl, II)
=
_0. .
--
"-
ILl
2ooo~
IE:
>~
~..., ...
ILl
ILl
~>
REPORT: LK-1207
U
ZlZ
PERFORMANCE
U
-(") 1000":
~
SECTION 5
30 20 10 0 10 20 30 40 6600 6000 . 6600 6000

o
4600 0 10 20 30
OUTSIDE AIR TEMPERATURE - C WEIGHT - lBS. WINO COMPONENT
5-19
-KTS
5-20
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-20
REPORT: LK-1207
PERFORMANCE
SECTION 5
PA-31-325
en SHORT FIELD TAKEOFF DISTANCE OVER 50 FEET
:c BOTH ENGINES MCP. PRIOR TO BRAKE RELEASE. 2575 RPM. FUU RICH.
o COWL FLAPS OPEN. FLAPS 15
~ PAVED. LEVEl.. DRY "AUNWAV
UFT -OFF SPEED 71 KIAS
~ ElIIImpIe:
BARRIER SPEED 87 IOAS
t:j c
OAT: +20C
b Prnsure aft.tude: 4000 It
Weight: 6000 Ibs.
5!
Ii
~ Wind: 1 5 knots
Ground run: 980 It.
~
t...
~
~ Total distance: 2040 ft. 0
:!10 z
(JO~ ~
z
c:;~
dO
V\ _
'"z ...z :l
~
0
:;
...
.-
en
.
::; ::;
"
;;~ ..; ...... ..:

...
3000
w
CIt Ie '0 a: U
Z "'$~' Z
(j ~. C
~ A,.'t:. ....
2000 If)
o ......Q
<::
~
.).L~-ft. ~...,o
~
4000 ..,o
til 1000 :II:
o iOOO s LEVEL' C
.-
~
ISA
t:j
t:j
>-3 o
-30 -20 -10 0 10 20 30 40 41500 5500 4900 o 10 20 30 o 50
OUTSIDE AIR TEMP - C 'HEIGHT -LaS. W1ND - KTS BARRIER - FT.
=
t:
~
~

~
~
~
o
WINO . KTS .
WEIGHT. laS.
PA-31-325
OUTSIDE AIR T'EMf' . -C

R
.~I
~
~
c ..
'"
0Ci" 1:.l1
'"
'On
~
~
~
5-20a 5-20a
5-20b
REPORT: LK-1207
PERFORMANCE
SECTION 5
ISSUED: FEBRUARY 20, 1981

5-20b
REPORT: LK-1207
PERFORMANCE
SECTION 5
FIELD ACCELERATE/STOP DISTANCE
CLfVELANP HEAVY DUTY BRAKIES
~ ....ORT SPEO 71 IUAS
MAXIMUM BRAKING
_0
p~
~~ ,...
~~ .... ~
~.,s w
~
c"'t'"
a~1;I:I
:;:"'~ 2100 !!
o
~ "~
,.~Cl
-I.
...
>51
~~
-2 " ~
r:l
30 20 10 0 to 20 30 40 uoo 5500 4SOO
,,..
0102030
OUTSIDE AIR TEMP.C WEIGKT. LaS. WIND ItTS.
REVISED: SEPTEMBER 24, 1982

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-20c

PA-31-325
ULTI-ENGINE CLIMB
COWL FLAPS OPEN
GEAR AND FLAPS RETRACTED
BOTH ENGINES 2400 RPM. 39.5 IN. HG.
LEAN TO 28 GPH
REDUCE MANIFOLD PRESSURE 1.6 IN. H
~ PER 1000 FT. A80ve 19.700 FT.
=
~.~
REFER TO FIGURE 631 FOR LEANING LIMITATIONS
3 .... 24000
c c mple:
Air temperature: -!i-C
35::3
z_ Pr8$Sure altitude: 12000 ft.
:n~~ 20000 Weight 6300 Ibs. 2000
Climb rate: 1080 ft./min.
n-_
~3z
Ei=C'}
VlOZ
t: Climb speed: 102 KIAS
...
Z
~
I\.
1>1i~~8(i1t
Yo
.:.."C
~ III
o .. :J 1600
\O!:;(')
~t"" E ~/r(;'-
~(
.....: C
~
=5?
1r.I_
~
c(
9. It
a
'":=
o
III
c: 1000 0
Yo
~
.::;,.
;:)
...'"'" $c:
REPORT: LK-1207
f
PERFORMANCE
500
SECTION 5
O~DDDD~~~~~~~~ o
86 86 106 50 -40 ..3() 20 10 0 10 20 30 40 6600 6600 4600
5-20c
BEST RATE OF CUMB OUTSIOE AIR TEMP DC WEIGHT LBS.

SPEED KIAS
5-20d 5-20d

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-21

PA-31-325
SINGLE ENGINE CLIMB
OPERATIVE ENGINE MCP, 2575 RPM, FUll RICH, COW\ FlAP OPEN
INOPERATIVE PROPEllER FEATHERED, COWL FlAP CLOSED
5' BANK TOWARO OPERATIVE ENGINE -
WEIGHT - LBS. GEAR AND FlAPS RETRACTED
Example:
5000 OAT: +10'C
5500
- &000
Pressure altitude: 6000 h.
20000 400
til 6500 Weight 6000 Ibs.
Z
e:')
Rate of climb: 270 F.PM.
Climb speed: 92 KIAS
...
Z
:; :;
r-<
_t::I t: 15000 11111111111111~ss., ..:
...cr: 300 0-
.:! s"~ --IfE
~~OE __
I&-
(1::1.::1 w 10
0 '2~ .rJ.
=Z :;
de:')
VI-
...
::I
~toR
.~
::;
o
N Z S 10000 ~. 200 I&-
_t::I ct
o
w
.---
nr-< a: W
::I
(I) ~
a:
~ (I)
W 60001 100
a:
L
.,~:
~.-
REPORT: LK-1207
o o
PERFORMANCE
SECTION 5
-50001 -100
80 '0 100 -40 . -30 -20 -10 0 10 20 30 1500 6000 5500 6000
BEST RATE OF CLIMB OUTSIDE AIR TEMP. - C WEIGHT -lBS_
5-21
SPEED KIAS
PA-31-325

I
f
OUTSIDE AIR TEMP . C
SINGLEENGINE SERVICE CEILING

Figure 523
5-22 5-22

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-23

PA-31-325
TIME, FUEL AND DISTANCE TO CLIMB Umple:
--- COWL RAPS OPEN
Pressure altitude at airport 3000 ft.
iSsuiiEM; GEAR AND flAPS RETRACTED OAT at airpon:+10"C
LEANED TO 28 GPH P r _ altitude at cruise: 11.000 ft.
BOTH ENGINES 2400 RPM. 39.6 IN. HG. OAT at cruise: .10"C
-3 REDUCE MANIFOLD PRESSURE 1.6IN. HG.-
--~
Initial climb weight: 6500 Ibs.
PER 1000 fT. ABOVE 19.700 FT. r_ to climb: (9.5 minua 2.5)= 7 mil
:l:~
~ w -#. Fuel to climb: (55 minus 22)= 33 Ibs.
~"::j ;.tJ:JiJ. -.I
Distance to climb: (17.2 minus 4.81=
f c:::: 12.4 nautical miles
ctlj
er is
Z
z> 3:
"IjQZ o
--
QQ' ~
c ...
:::!=o
'"
thor:ll
~"::l ~
0 a:
IoU
!:'!
~
~
VIti) .....
iJZ
::;(") . z
=~ ~0m
Irw-i :lilll:li
;j'O ~:::l
:'11(") 1111110
Q- :Ii:li 0
'"J ' 4cjQg :1- ....
'-'~
REPORT: LK-1207
0.J1oU
00
PERFORMANCE
::= ~OZ
.A~-
2OQC!-. ~ i!
1&1
:Ii..w III
-7
. ,...
I=ES
SECTION 5
1O -40 .;so 20 10 0 '0 ZO 30 40

"~'II
.6Q
f , , , ,
OUTSIDE AIR TEMP c o, 50 100 160
, , I I , ,
5-23
A .. A ... A __ ...... e, . . . . . . _
PA-31-325
AIRSPEED - KTS.
TRUE AIRSPEED VS. PRESSURE ALTITUDE - 6500 LB.

Figure 5-27
PA-31-325
11111111 11 111 11111 11 111 11111 11 111 11111 11 111 11111 II I 1111 II! 111 111111111 1
TRUE AIRSPEED VS. PRESSURE ALTITUDE
6000 lBS.
STANDARD CAY
E~.mpt.;
Pr ... ur. ,llllude; 13000
8HP fBul Po_r): 180
w
o

,w
~
f
TRUE AIRSPEED VS. PRESSURE ALTITUDE - 6000 LD.

Figure 5-2R
ISSUED: AUGUST 17, 1981 REPORT: LK-1207 ISSUED: AUGUST 17, 1981 REPORT: LK-1207
5-24a 5-24a
REPORT: LK-1207 ISSUED: AUGUST 17, 1981 REPORT: LK-1207 ISSUED: AUGUST 17, 1981
5-24b 5-24b
PA-31-325
Ii
AIRSPEED KTS .
TRUE AIRSPEED VS. PRESSURE ALTITUDE 5500 LB.

Figure 5-29
5-25 5-25
5-26
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-26
REPORT: LK-1207
PERFORMANCE
SECTION 5
POWER SETTING TABLE
LYCOML"lG MODEL LTIO & TIO-540-F2BD ENGINES
245 BHP
P.A. STD. 180 BHP (Approx. 55%) 210 BHP (Approx. 65%) (Approx.75%) P.A.
ALT. TEMP. RPM & M.P. RPM & M.P. RPM & M.P. ALT.
Feet of 2200 2300 2400 2200 2300 2400 2400 2500 Feet
~
o S.L. 59 28.7 27.5 26.5 33.0 31.6 30.2 34.8 33.2 S.L.
~ 5.000 41 27.7 26.7 25.6 32.3 31.1 29.8 34.4 32.7 5,000
t:r.I
~ 10,000 23 27.0 26.0 25.0 31.9 30.7 29.4 34.5 33.1 10.000
!len
(JQt:r.I 15,000 5 26.7 25.8 24.8 31.7 30.6 29.4 34.8 33.6 15.000
t: >-3
@ >-3 18,000 -5 26.6 25.7 24.7 31.7 30.6 29.5 35.3 34.3 18,000
Vl_
20,000 -13 25.7 24.7 31.7 30.7 29.6 35.6 34.7 20,000
'Z
~C')
22,000 -20 25.7 24.8 31.7 30.8 29.8 36.0 35.2 22.000
~
~
24,000 -27 25.7 24.8 31.7 30.8 29.9 24,000
t'"
t:r.I
1. To maintain constant power, correct manifold pressure approximately .25 in. MAP for
each 10F variation in induction air temperature from standard altitude temperature. Add
manifold pressure for air temperatures above standard; subtract for temperatures below
standard. Observe maximum allowable manifold pressure limitations, see maximum
manifold pressure limitation chart.
2. Maximum Normal Operating Power 2400 RPM at 39.5 IN. HG. to 19,700 feet
(permissible to lean to 1500 EGT or 28 GPH fuel flow, whichever occurs first, provided
cylinder head temperatures (475) and oil temperatures (245) remains within limits).
Above 19,700 feet maintain maximum allowable manifold pressure (turbine speed limit).
ISSUED: AUGUST 17, 1981

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-26a

n
:=
-
c::::
rn
t:j
"= Cruise True Airspeed - Kts
t:j
:=
"=j Pressure Fuel Flow 6500 Lbs. 6000 Lbs. 5500 Lbs.
o
:= Altitude OAT GPHTotal Best Best Best Best Best Best
~ Feet C B.PJB.E. Power Economy Power Economy Power Economy
>
z
n ~
....-I-
0
SL 35.0 40.4133.6 183 180 185 182 187 183
t::l 5000 25.1 40.4133.6 191 188 194 190 196 191
'"Ill
(jQ'N ..;: 10000 15.2 40.4133.6 200 197 203 199 204 201
c"'"
aUt
~ 15000 53 40.4133.6 210 207 212 209 214 210
1.1\=
w:C SL 15.0 40.4133.6 179 176 181 178 183 179
N"= 5000 5.1 40.4133.6 187 184 190 186 192 187
..;:
~ 10000 -4.8 40.4133.6 196 193 198 195 200 197
Q
Q -
til
15000 -14.7 40.4133.6 205 202 207 204 209 205
:= 20000 -24.6 40.4133.6 214 210 217 212 226 220
~
REPORT: LK-1207
SL -5.0 40.4133.6 175 172 177 173 178 174

PERFORMANCE
'>
't:I
u
c
0 5000 -14.9 40.4133.6 183 179 185 181 187 182
't:I ~ 10000 -24.8 40.4133.6 191 188 193 190 195 192
a ..;:
SECTION 5
15000 -34.7 40.4133.6 200 197 202 200 204 200

~ ~
-..1
20000 -44.6 40.4133.6 208 204 211 206 213 208
Ut ---------
~
5-26a
'-'
5-26b
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-26b
REPORT: LK-1207
PERFORMANCE
SECTION 5
("l
-=
e
( jJ
t"'l
~
i--------r'----'-------------------------------
,I I Cruise True Airspeed Kts,
I ~uel Flow ~-- 6500- Lbs, '----T---60(lfJ L~--'-T---5500-lbs, --.---

t"l
::c
"-'l
Pressure I
o I OAT I OPB Total I Best I Best I, Best I ,Best I Best ! Best
=
~
;...
z
AltItude
Feet
SL
I DC
35.0!
-+- B.P~~__~POV:'J Econ~~~_~~Ow:~J:con~my ~~~wer__r__Econ~::~_
:S.,5;294 I 172 I 167 I J74 ,I 170 I 176 i 17 2
("l ~ 5000 I 25,1 I ))5;29.4 I 179 I 176 I 82 !78 I 184 179
t"l
'll. ~ 10000 ,15,2 I 355/294 I 187 I 183 189 I' IS5 I 191 I Ig7
~'N -< 15000 i 5,} I 35,5;29.4 ' 195 i 191 I 197 , 193 I 199 ! 195
C
@ e
....
f/] 20000 I -4.6 355/29.4 203 i 198 i 206 I 20 I 20g I 204
~~o+
v.=
G-.::t 35,5! 29.4 1681-'164---t'-jmr--' 166---+-172 --L---168--
l;.l~
5000 I 5,1 35,5/29.4 175 I 172 I 178 I 174 i i80 I 75
N ~ lOOOO 4.8 35,5',1294 183 I' 179 Ii 185 I 181 i i87 I 183
~ 15000 I -14,7 35.5/29.4 J9! 187 193 189 'I 195 ' 191
<= I I ! I
20000 -24.6 355/29.4 198 194 I 201 !97 ,203 199

~
~
a: 5L I -5,0 35,5/294 164 160 --II 166 I 162,-168-T--u;4-
~ 5000 I -14.9 35.5/294 170 167 l73 I 169 175 I 170
i
'> ?9 10000 -24.8 35,5/29.4 178 174 I 180 I 176 I 182 i 178
'C
'C <t: 15000 -34.7 35.5/294 186 182 I 162 184 19() I 186
I
1'
d ~ 20000 -44,6 35.5/29.4 193 189 ---L_ 196 192 I 198 L~_
!"l
0"1
(JI
--
~

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-26c

,.,o
(j
-
en
If:j
Cruise True Airspeed - Kts
~
""j 6500 Lbs. 6000 Lbs. 5500 Lbs.
,.,
o Pressure
Altitude OAT
Fuel Flow
GPHTotal Best
Power
Best
Economy
Best
Power
Best
Economy
Best
Power
Best
Economy
~ Feet C B.PJB.E.
~
(j U SL 35.0 30.1125.4 161 158 164 159 166 161
l'!!j ~ 5000 25.1 30.1125.4 168 163 170 165 172 167
31' + 30.1/25.4 174 168 177 171 179 173
(JQI-' <: 10000 15.2
cOO ~ 15000 5.3 30.1125.4 179 171 182 174 185 178
a~
!.lit:'
.::r:: SL 15.0 30.1125.4 157 154 160 155 162 157
~-=
5000 5.1 30.1125.4 164 159 166 161 168 163
<:
~ ~ 10000 -4.8 30.1/25.4 170 164 173 167 175 169
,.,
~ 15000
20000
-14.7
-24.6
30.1125.4
30.1125.4
175
177
167
171
178
182
170
175
181
187
174
178
~
REPORT: LK-1207
-5.0 30.1/25.4 153 150 156 151 158 153

PERFORMANCE
SL
'>
":::s ~ 5000 -14.9 30.1125.4 160 155 162 157 164 159
":::s ~ 10000 -24.8 30.1/25.4 166 160 169 163 171 165
a
SECTION 5
<: 15000 -34.7 30.1/25.4 173 163 174 166 176 170
~ ~
20000 -44.6 30.1125.4 173 167 177 171 182 173
til
til - -- --- -.--~------
~
5-26c
'-'
THIS PAGE INTENTIONALLY LEFT' BLANK
REPORT: LK-1207 ISSUED: AUGUST 17, 1981 REPORT: LK-1207 ISSUED: AUGUST 17, 1981
5-26d 5-26d
~

ef
RANGE NAUT. MI. {ZERO WINDI
RANGE PROFILE
Figure 5-35
PA-31-325
ENDURANCE PROFilE
STANDARD DAY
WEIGHT 6500 LSS.
FUEL 183.4 GAL. USABLE
NOTE: cttART ASSUMES
1. 40 LBS. FUEL FOR TAXI AND TAKE-OFF.
2. CLIMB AT MCP. COWl. FLAPS OPEN, BEST
RATE OF CLIMB SPEED.
3. CRUISE AT STATED POWER smlNOS AND
MIXTURES.
4. DESCEND AT 153 KIAS.1000 'PM. OEAR
AND FLAPS RI!TRACTIID.
6. 4S MINUTES RIISERVE AT 1 SO BttP
(APPROX. 55%) LEANED TO BEST ECONOMY
MIXTURE
BEST ECONOMY MIXTUR

BEST POWER MIXTURE
24000
.~
It 20000
~ 15000
UI
II:
af
::t
'0000
5000
o
1 3 4
ENDURANCE HRS.
ENDURANCE PROFIU
Figure 5-36
.,;

ci
%
PRESSURE ALTITUDE . FT II 1000
MAXIMUM MANIFOLD PRESSURE Vs. ALTITUDE

Figure 5-37
5-29 5-29
PERCENT RATED POWER
FUEL FLOW VS. PERCENT RATED POWER

Figure 539
FUEL REQUIRED LIS.
HOLDING TIME
Figure 541
5-32
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-32
REPORT: LK-1207
PERFORMANCE
SECTION 5
PA-31-325
ITIME~ FUEL AND DISTANCE TO DESCEND
- POWER AS REOUIREDTO MAINTAIN 1531C1AS
... - .... GEAR AND RAPS RETRACTED .. - ..
1000 fPM DESCENT
~
11
~
~
~ 20000
'"Il~
OQ'~
S1
VI~ 15000
.!o.z
\.I.)n
t.:J
~ 10000
Example;
~ Pressure altitude: 13,000 ft.

Weight All
~ 5000 Wlnd:Zero
TIme to descend: 13 min.
.~ Fuel to descend: 23 Ibs.
Distance to descend: 39 nautical miles
o
o 10 20 30 40 o 10 20 30 40 50 60 0 SO 100
TIME MlNlITES FUEL - LaS. DISTANCE - NAUT. MI. (ZERO WIND,
Ii
"'" ,
w
u
0
, "'0
lJOO
"'"
=
PA-31-325

."z
;ll
'!l"
'"
'd"
's:"."
"'
at"
e;",
. s:
_. Cl
~
~
~-
f;
5-33 5-33
~
~
~
Ii
"o o
u
I:T _
PA-31-325
~n
nVER
'"'"
a:;i!l
>C>
~~
~"'o
~:;;
f:l~
"''''
"'z
"''''<
-",
'{I-<I:!l
t:i-
~>
"'~
~gj~
~!:l
~
5-35 5-35
5-36
REPORT: LK-1207
PERFORMANCE
SECTION 5

5-36
REPORT: LK-1207
PERFORMANCE
SECTION 5
PA-31-325
rn HORT FIELD LANDING DISTANCE OVER 50 FT
PAVED. LEVEL. DRY RUNWAY
o== LANDING GEAR EXTENDED. FlAP SETT1NG 40
~
IDLE POWER AT 50 FEET
MAXIMUM BRAKING.
::3 APPROACH SPEED 85 KlAS
t:.I
b &ample:
OAT:+20C
z~
Pressure altitude: 4000 ft.
i
Weight 6000 Ibs. ~
ILS
o WII'Id: 15 knots ~w
_z
"'Ib
"'Il- Ground run: 1135 ft ~:r:. 2500
~O
Total distance: 1710 ft. ! ~, '"z
dO
~ ~,
::.
..: ig Ii PIPER AIRCRAFT CORPORATION
~
IL .::t.
~~,
III
VI_ la:' 'a:
I rn III
=s ~
~~ 2000
Z
(")
5
eu;
i!
II)
t:.I !I~ . ~ Q
.:O~,
o ~
~6 1500
<: Q
t:.I
~ loti j
~ 1000
~
t:.I
~ SOO
30 20 -10 0 10 20 30 40 6500 5S00 4900 o 10 20 30 0 50
, OUTSIDE AIR TEMP. - C WEIGHT - LaS. WIND - KTS. BARRIER FT.

REPORT: LK-1207
PERFORMANCE
SECTION 5
5-37

PA-31-325
,," ,,,,,,,," ,,,,,,,, " ,,,,,,,," ,,,,,,,," ,,,, ,,, ,
CIl SHORT FIELD LANDING DISTANCE OVER 50FT.
::t: 11111111111111111111.
ClEVELAND HEAVY DUTY BRAKES

o ASSOCIATED CONDmON$:
~~ PAVED lEVEL DRY RUNWAY
~'2j GEAR EXTENDED. FLAPS 40
t:""'- Example: IDLE POWER AT 50 fT.
I,'!jl,'!j OAT:+20C APPROACH SPEED 85 KIAS
<t:"'"
r,t:1et Pressure altitude: 4000 ft. MAXIMUM BRAKING
Weight: 6000 lbs.
5:~ Wind: 15 knots
Ground fun: 760 ft.
22
etet Total distance: 1370 ft.
:!t::cZ
C'l
Ir.I I,'!j
III
! !fEE
2000
a~t:I ~
.~ ~ ~l!
1t:1 .
V'<Ci.l ~
.",
~ -,III
~: 1500
~
LL
Ulet'" !.I ...
~e~ t!i1 III
~~lIIIIIIIIMi! ~
0032
<~
=I,'!j
~O
~ :=s ZC
1000 rn
-
><
~tr:l
:::J"
d
Q
CI
REPORT: LK-1207
tr:l~ S~ !Q
PERFORMANCE
CIlOt
-0
'2j
SOO S
SECTION 5
tr:l
~ o
30 20 10 0 10 20 30 40 6500 5500 4500 o 10 20 30 0 50
5-37
OUTSIDE AIR TEMP C WEIGHT. lBS. WIND. KTS. BARRIER FT.

TABLE OF CONTENTS
SECTION 6
WEIGHT AND BALANCE
Paragraph Page
No. No.
6.1 General................................................................................. 6-1

6.3 Airplane Weighing Procedures ................................................... 6-2
6.5 Weight and Balance Data and Record ........................................ 6-5
6.7 General Loading Recommendations........................................... 6-9
6.9 Weight and Balance Determination for Flight............................ 6-10
6.11 Weight and Balance Visual Plotter ............................................. 6-17
6.13 Instruction for Using Plotter ....................................................... 6-17
6.15 Cargo Loading ............................................................................ 6-20
6.17 *Equipment List ........................................................................... 6-25
(a) Propeller and Propeller Accessories............................. 6-25
(b) Engine and Engine Accessories ................................... 6-27
(c) Landing Gear and Brakes............................................. 6-29
(d) Electrical Equipment.................................................... 6-30
(e) Instruments ................................................................... 6-32
(f) Miscellaneous............................................................... 6-37
(g) Engine and Engine Accessories
(Optional Equipment) .............................................. 6-38
(h) Propeller and Propeller Accessories
(i) Landing Gear and Brakes
U) Electrical Equipment (Optional Equipment)................ 6-41
(k) Instruments (Optional Equipment) ............................... 6-43
(I) Autopilots (Optional Equipment)................................. 6-47
(m) Radio Equipment (Optional Equipment)...................... 6-49
(n) Miscellaneous (Optional Equipment)........................... 6-77
**Equipment List (Form 540-0003) ...........................ENCLOSED WITH

THIS HANDBOOK
*For 1982 and preceding models.
**For 1983 and subsequent models.

6-i 6-i
PA-31-325, NAVAJO C/R WEIGHT AND BALANCE PA-31-325, NAVAJO C/R WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
6.1 GENERAL
In order to achieve the performance and flying characteristics which are

designed into the airplane, it must be flown with the weight and center of
gravity (C.O.) position within the approved operating range (envelope).
Although the airplane offers a flexibility of loading, it cannot be flown with
the maximum number of adult passengers, full fuel tanks and maximum
baggage. With this loading tlexibility comes responsibility. The pilot must
insure that the airplane is loaded within the loading envelope before a
takeoff.
Misloading carries consequences for any aircraft. An overloaded air-

plane will not take off, climb or cruise as well as a properly loaded one. The
heavier the airplane is loaded, the less climb performance it will have.
Center of gravity is a determining factor in flight characteristics. If the

C.O. is too far forward in any airplane, it may be difficult to rotate for
takeoff or landing. If the C.O. is too far aft, the airplane may rotate
prematurely on takeoff or tend to pitch up during climb. Longitudinal
stability will be reduced. This can lead to inadvertent stalls and even spins;
and spin recovery becomes more difficult as the center of gravity moves aft
of the approved limit.
A properly loaded airplane, however, will perform as intended. Before

the airplane is licensed, it is weighed and a basic empty weight and c.G.1
location is computed (basic empty weight consists of the standard empty
weight of the airplane plus the optional equipment). Using the basic empty
weight and C.O. location. the pilot can easily determine the weight and C.O.
position for the loaded airplane by computing the total weight and moment
and then determining whether they are within the approved envelope.
WEIGHT AND BALANCE PA-31-325, NAVAJO C/R WEIGHT AND BALANCE PA-31-325, NAVAJO C/R
The basic empty weight and CO. location are recorded in the Weight
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
equipment is added or any modification work is done, the mechanic
responsible for the work is required to compute a new basic empty weight
and C.O. position and to write these in the Aircraft Log Book and the
Weight and Balance Record. The owner should make sure that it'is done.
A weight and balance calculation is necessary in determining how much

fuel or baggage can be loaded so as to keep within allowable limits. Check
calculations prior to adding fuel to insure against improper loading.
The following pages are forms used in weighing an airplane in

production and in computing basic empty weight, C.O. position, and useful
load. Note that the useful load includes usable fuel, baggage, cargo and
passengers. Following this is the method for computing takeoff weight and
C.O.
6.3 AIRPLANE WEIGHING PROCEDURES
At the time of licensing, Piper Aircraft Corporation provides each

airplane with the basic empty weight and center of gravity location. This
data is supplied by Figure 6-7.
The removal or addition of equipment or airplane modifications can

affect the basic empty weight and center of gravity. The following is a
weighing procedure to determine this basic empty weight and center of
gravity location:
(a) Preparation
(1) Be certain that all items checked in the airplane equipment

list are installed in the proper location in the airplane.
(2) Remove excessive dirt, grease, moisture, foreign items such

as rags and tools from the airplane before weighing.
(3) Defuel airplane. Then open all fuel drains until all remain-
ing fuel is drained. Operate engine on each tank until all
undrainable fuel is used and engine stops.
(4) Fill to full capacity with oil and operating fluids.
(5) Place pilot and copilot seats in a center position on the seat
tracks. Put flaps in the fully retracted position and all control
surfaces in the neutral position. Tow bar should be in the
proper location and all entrance and baggage doors closed.
(6) Weigh the airplane inside a closed building to prevent errors

in scale readings due to wind.
(b) Leveling
(I) With airplane on scales, block main gear oleo pistons in the
fully extended position.
(2) Level airplane (refer to Figure 6-3) deflating nose wheel tire,
to center bubble on level.
(c) Weighing Airplane
With the airplane level and brakes released, record the weight
shown on each scale. Deduct the tare, if any, from each reading.
AIRPLANE AS WEIGHED
(Including full oil and operating fluids but no fuel)
Scale Net
Scale Position and Symbol Reading Tare Weight
Nose Wheel (N)
Right Main Wheel (R)
Left Main Wheel (L)
Weight (as Weighed) (T) - -
WEIGHING FORM
Figure 6-1
6-3 6-3
(d) Center of Gravity
(I) The following geometry applies to the PA-31-325 airplane

when it is level. Refer to Leveling paragraph 6.3 (b).
rt MAIII SPAt
.~ (-..
~~.------I'J.--------. -
-i 1-15.8
183.1 ~
LEVELING PROVISIONS
WNGITUDINAL RIGHT SIDE OF FUSELAGE
STATIONS 59.3 AND 80.7
LATERAL LEVEL ACROSS TWO CENTER
SEAT RAILS.
LEVELING DIAGRAM
Figure 6-3
(2) C.G. Arm of airplane as weighed ..
(137+ 15)-~(N)=
T
Inches Aft of Datum
6-4 6-4
(e) Basic. Empty Weight
Ann
Weight x (Inches Aft - Moment
Item (Lbs) of Datum) (In-Lbs)
Weight (as Weighed)
Unusable Fuel (8.6 gal.) 51.6 136.6 7049

Basic Empty Weight
BASIC EMPTY WEIGHT

Figure 6-5
6.5 WEIGHT AND BALANCE DATA RECORD
The Basic Empty Weight, Center of Gravity Location and Useful Load
listed in Figure 6-7 are for the airplane us licensed ut the factory. These
figures apply only to the specific airplane serial number and registration
number shown.
The basic empty weight of the airplane as licensed at the factory has
been entered in the Weight and Balance Record (Figure 6-9). This form is
provided to present the current status of the airplane basic empty weight and
a complete history of previous modifications. Any change to the
pennanently installed equipment or modification which affects weight or
moment must be entered in the Weight and Balance Record and Equipment
List.
MODEL PA-31-325, NAVAJO C/R
Airplane Serial Number _ _ _ _ _ _ _ _ _ __
Registration Number _ _ _ _ _ _ _ _ _ _ __
Date _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
AIRPLANE BASIC EMPTY WEIGHT
C.G. Arm
Weight x (Inches Aft - Moment
Item (Lbs) of Datum) (In-Lbs)
Standard Empty Weight*
Optional Equipment (if applicable)
Basic Empty Weight
*The standard empty weight includes full oil capacity, full operating fluids
and 8.6 gal10ns of unusable fuel. ' '
AIRPLANE USEFUL LOAD - NORMAL CATEGORY OPERATION
(Maximum Ramp Weight) - (Basic Empty Weight) - Useful Load
(6540 Ibs.) - ( Ibs.) - Ibs
THIS BASIC EMPTY WEIGHT, C.G. AND USEFUL LOAD ARE

I FOR THE AIRPLANE AS LICENSED AT THE FACTORY. REFER
TO APPROPRIATE AIRCRAFT RECORD WHEN ALTERATIONS
HAVE BEEN MADE.
WEIGHT AND BALANCE DATA FORM

Figure 6-7

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-7
I

PA-31-325 I Serial Number IRegistration Number Page Number
.-.,
....... I Running Basic
0 +'-" Weight Change
Z
'-" "0
"CG)
Empty Weight
Date Description of Article G) >
~
!;Ij
-
E
2 or Modification
As licensed
"CO
"CS
<C~
Wt.
(Lb.)
Arm
(In.)
Moment
1100
Wt.
(Lb.)
Moment
1100
C5
..,
:c
>
z
":1:10
<iQ'=
c>
at"'"
0\>
..:oz
(')
!;Ij
'='
WEIGHT AND BALANCE
!;Ij
(')
o
'='
e
REPORT: LK-1207
SECTION 6
6-7
6-8
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

I
6-8
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
PA-31-325 I
Serial Number IRegistration Number Page Number
0 +'-'
'-'"0
.
,...... ........
Weight Change
Running Basic
Empty Weight
Z Description of Article "O~
Date ~ >
-
5 "00
8 or Modification "05 Wt. Arm Moment Wt. Moment
~ <~
(Lb.) (In.) 1100 (Lb.) /loo
trl 0::
a -
~
>
z
"Ti0
liQ.=
r::>
at""
0-.>
-cz
"""'('1
8 trl
s:;::!
'-'trl
('1
o:;::!
o
S
:::l
C
6.7 GENERAL LOADING RECOMMENDATIONS
(a) When carrying from I to 5 occupants in forward seats, rear

baggage may be required to bring the loaded airplane's C.G.
within allowable limits.
(b) When carrying more than 5 occupants, fuel and/or baggage may
have to be reduced.
(c) When carrying 6 occupants, distribute load between front and rear
baggage compartments.
(d) When carrying 7 or 8 occupants, load forward bagga,ge

compartment first and locate heaviest occupants forward.
(e) When carrying 8 occupants, forward baggage may be required to

bring the loaded airplane's C.G. within allowable limits.
(f) Observe zero fuel weight limitations.
NOTE
These general loading recommendations

suggest normal proper loading procedures. The
charts. graphs, instructions. and plotter should
be checked to assure that the airplane is within
the allowable weight vs. center of gravity
envelope.
CENTER OF GRAVITY RANGE (Gear Extended)
(+ 134.0) to (+ 138.0) to 6540 lb. (Max. Ramp Weight)

(+ 134.0) to (+ 138.0) to 6500 lb. (Max. Takeoff Weight)
(+ 128.5) to (+ 138.0) to 6000 lb.
(+ 121.4) to (+ 138.0) to 5000 lb. or lower
Straight line variation between points given
6-9 6-9
6.9 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT

(a) Add the weight of a11 items to be loaded to the Basic Empty
Weight.
(b) Use the Loading Chart (Figure 6-15) to determine the moment of
all items to be carried in the airplane.
(c) Add the moment of all items to be loaded to the Basic Empty
Weight moment.
(d) Divide the total moment by the total weight to determine the C.G.
location.
(e) By using the figures of item (a) and item (d) (above), locate a point
on the Weight, Moment and C.G. Limits graph (Figure 6-17). If
the point falls within the C.G. envelope, the loading meets the
weight and balance requirements.
(0 Location of the point on the Weight, Moment, and C.O. Limits

graph indicates whether the ai"rplane is slightly nose heavy or
slightly tail heavy and can assist in setting pitch trim for takeoff.
IT IS THE RESPONSIBILITY OF THE PILOT AND AIRCRAFT

OWNER TO INSURE THAT THE AIRPLANE IS LOADED
PROPERLY. THE CHARTS, GRAPHS, INSTRUCTIONS, AND
PLOTTER SHOULD BE CHECKED TO ASSURE THAT THE
AIRPLANE IS WITHIN THE ALLOWABLE WEIGHT VS. CENTER
OF GRAVITY ENVELOPE.
6-10 6-10
ITEM WT. LBS. ARM-IN. MOMENT

Basic Airplane 4 3 4 9 128.0 5 5 6 6 o0
Revised Airplane
Pilot's Seat 1 7 5 119.0 2 o8
Copilot's Seat 1 3 0 119.0 1 5 S
Seat No.3 1 4 0 166/159 (Reversed) 2 3 2
Seat No.4 1 6 0 166/159 (Reversed) 2 6 6
Seat No.5 198.0
Seat No.6 198.0
Seat No.7 229.0
Seat No.8 242.0
Fwd. Baggage 43.0
Rear Baggage 1 5 0 255.0 3 8 3
Rt. Nac. Baggage
Forward Half 5 0 145.0 7 3
Rt. Nac. Baggage
Rear Half 5 0 192.0 9 6
Lt. Nac. Baggage
Forward Half 5 0 145.0 7 3
Lt. Nac. Baggage
Rear Half 5 0 192.0 9 6
Inbd. Fuel 6 0 0 126.8 7 6 1
Outbd. Fuel 4 5 6 148.0 6 7 5
Other
Tota1.Wt. 6 3 6 0 Total Moment 8 5 8 4 o0
C.O. Location for Take-off 135.0 from Figure 6-17
SAMPLE LOADING PROBLEM

Figure 6-11
6-11 6-11
ITEM WT. LBS. ARM-IN. MOMENT

Basic Airplane
Revi~ed Airplane
Pilot's Scat 119.0
Copilot's Seat 119.0
Seat No.3 166/159 (Reversed)
Seat No.4 166/l59 (Reversed)
Seat No.5 198.0
Seat No.6 198.0
Seat No.7 229.0
Seat No. 8 242.0
FWd. Baggage 43.0
Rear Baggage 255.0
Rt. Nac. Baggage
Forward Half 145.0
Rt. Nae. Baggage
Rear Half 192.0
Lt. Nac. Baggage
Forward Half 145.0
Lt. Nac. Baggage
Rear Half 192.0
Inbd. Fuel 126.8
Outbd. Fuel 148.0
Other
Total Wt. Total Moment
C.O. Location for Take-off
WORKSHEET
Figure 6-13

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-13

OCCUPANTS
Pilot, Seats 3 & 4 Seats 3 & 4 Seats Seat Seat

Weight Copilot Fwd Facing Aft Facing 5&6 7 8
Ann 119 Arm 166 Arm 159 Arm 198 Ann 229 Arm 242
-~.
t"" Moment/IOO
o
~~ 120 143 199 191 238 275 290
~Z 130 155 216 207 257 298 315
dO
ern 140 167 232 223 277 321
--
VI-
>
150
160
179
190
249
266
239
254
297
317
344
366
339
363
387
WEIGHT AND BALANCE
~
-3 170 202 282 270 337 389 41l
180 214 299 286 356 412 436
190 226 315 302 376 435 460
REPORT: LK-1207
200 238 332 318 396 458 484

SECTION 6
6-13
BAGGAGE
Fwd Baggage Rear Baggage Nacelle Bag. Nacelle Bag.

Fwd Half Rear Half
Ann 43 Ann 255 Ann 145 Arm 192
Weight Moment! 100
10 4 26 15 19
20 9 51 29 38
30 13 77 44 58
40 17 102 58 77.
50 22 128 73 96
60 26 153 87 115
70 30 179 102 134
80 34 204 116 154
90 39 230 131 173
100 43 255 145 192
110 47 281 160 211
120 52 306 174 230
130 56 332 189 250
140 60 357 203 269
150 65 383 218 288
160 - 408 - -
170 - 434 - -
180 - 459 - -
190 - 485 - -
200 - 510 - -
LOADING CHART (cont)

Figure 6-15 (cont)
6-14 6-14
FUEL
Weight Inboard Tanks Outboard Tanks

Gallons Lbs. Arm -126.8 Arm - 148.0
Moment/IOO
5 30 38 44
10 60 76 89
15 90 114 133
20 120 152 178
25 150 190 222
30 180 228 266
35 210 266 311
40 240 304 355
45 270 342 400
50 300 380 444
55 330 418 488
60 360 456 533
65 390 495 577
70 420 533 622
75 450 571 666
76 456 - 675
80 480 609 -
85 510 647 -
90 540 685 -
95 570 723 -
100 600 761 -
105 630 799 -
107.4 644 817 -
2.3 gals. unusable fuel in each inboard tank and 2.0 gals. unusable fuel in
each outboard tank included in basic weight (51.6 lbs . 7049 in. lbs. total)

Figure 615 (cont)
6-15 6-15
~ @rta@$$ WI}D@lXIV V@VQ.\t\. N@NI}IroV==

CI}IroVflrta @IF @filQ.\WHV'
PA3132S
6540 MAX. /lAMP
6500
r--' -_.. MAX. TAKEOFf -134 136 138 _ --
6400 ~~i"i-~~~~~:~~b-~~~~
"200 I-ZERO fUEL "'EIGIlT- _....._-. --7"'1'<: "'h~ -
o ~. 13~
6000 12S1"f-;:; ~J:t3 SOa
5BOO
.-.... .. ..
mt - :'" .. --1 _-:-.
~~'lSO
5600
5400 - :-c.),;;;t--
- -==
"'v,,_ :~;._-.
m
~
__
~~~~'--~12~1~~~?f\1~'~'. - ~.'~"'~r:-ls,~ SSo::t":- .. : .'..
5200 1--
5000 .-.
~~
.. "" ..
..
"':1
....
!;;
E
c::x: 4800 r-- _'::.::- -- -

g ~. '~'.. - _~::o;,6'Oo:t~,~ ~
0
4600 1-------- :!::: - ". _ ~

1--- . ..:::; ,
~
. -
,. '"
'~..'
- ~
4400 F==-=. ::5L~_~"".,.L.Sso" .. ~.:-: .: ,f---- _ __
442001lft
0 0 I 11-<:-..'11>-1-1"11
' -- s;~~;.
TOTAL MOMENT
3800 - - THOUSAND INCH POUNDS
PSo -
3600 ffi:
122 ' 126 I 130 I 134 I 138
124 128 132 136
INCHES AFT DATUM
WEIGHT, MOMENT AND C.G. LIMITS

Figure 6-17
6-16 6-16
6.11 WEIGHT AND BALANCE VISUAL PLOTTER
The Weight and Balance Visual Plotter furnished with this airplane is a
weight and center of gravity computing device.
The face of the plotter displays the slots used for plotting and the
graphic center of gravity envelope. On the back of the plotter are printed
instructions for use and general loading recommendations. The center of
gravity envelope on the face shows all allowable moment conditions between
3600 and 6500 pounds, with the limits outlined in red.
The "Basic Empty Weight and Center of Gravity" location is taken from
the Weight and Balance Form (Figure 6-7), the Weight and Balance Record
(Figure 6-9) or the latest FAA major repair or alteration form.
CAUTION
It is the responsibility of the owner and pilot to

ascertain that the airplane always remains
within the allowable weight vs. center of gravity
envelope while in flight.
6.13 INSTRUCTION FOR USING PLOTTER
(a) The point corresponding to the "Basic Empty Weight and Center
of Gravity" location may be located on the face of the plotter in ink
as this is the point from which all computations are started.
(b) The zero line of the first and 2nd seat slot is centered over the
starting point. A new point is established up this slot indicating the
occupant's weight. .
(c) The applicable 3rd and 4th seat slot (fore or aft) is next centered
over the last point plotted. Again a new point is established up this
slot indicating the occupants' weight.
(d) Similarly, the 5th and 6th seat, 7th seat, and 8th seat slots are
moved over each preceding point and a new point established.
(e) The "Front Baggage" slot is used next, centering the zero line over
the last "seat" point plotted.
6-17 6-17
(0 The "Rear Baggage" is plotted using the same procedure as before.

(Refer to paragraph 6.7 for baggage and fuel loading.)
(g) Por "NACELLE LOCKER BAGGAGE" zero "NAC LOCKER

REAR" slot over point 8: EstabHsh new point "R" corresponding
to the total baggage weight in the rear half of both lockers.
Zero "NAC LOCKER PWD" slot over point "R": Establish new
point uP" corresponding to the total baggage weight in the forward
half of both lockers.
(h) "Zero" the "INBOARD FUEL" slot over point "F": Establish new
point at fuel quantity desired.
(i) For "OUTBOARD FUEL" repeat step (h) from point 10.
NOTE
Should the fuel slot leave the "Center of

Gravity Envelope" between 134 and 138 inches,
the fuel indicated at the exit point is the
maximum allowable. Should the fuel leave the
"Center of Gravity Envelope" other than
between 134 and 138 inches, the baggage or
passenger load should be redistributed forward
or aft as required, to allow a higher load.
6-18 6-18
r
MODEL PA-31326
"
Ij"pg,
WEIGHT ANO BALANCE
VISUAL. PLOTTER FOR
IT IS THE RESPONSIBILITY OF THE OWNER AND PILOT TO ASCERTAIN THAT THE

AIRPLANE ALWAYS REMAINS WITHIN THE AlLOWABLE WEIGHT VS. CENTER OF
GRAVITY ENVELOPE WHILE IN FI.IGHT.
6540 .:...--:-.-=-===v~~VT::::"" ._.'. . .~ ""-T - '~T~
6500
6400
~.'lf.O 'UlL"W")/? - -
.
, / /'
6200
--j- -
-
6000
r '?!' JI
r-'
0 I I
/400
5200
.. ,-
"~/i
I~
DO
Of
~::.i
f'
f.l ~V""~p
I
0
":t~
If
V(f": 'oj
0
'"I ~ ~ ,-} Ht1J.t" !I
I rOOD
::~
.
./.
. 1/ !\~(
0 -. r.;'rt: ~~..1 1""" ....J

:
;; roo
4800
I 190- ~ ~~1
.,<
-.~[
'tIl
L
0
- r -~.
......
4200 f-
t- 0:\ \ I
E I -
4000
r- 'i I -
r-
I- "'!\
~
3800 r--
3600
r- \
\\\
~a. I " t.. ~SO.. .1.II lie 'M
...
C. G. LOCATION (INCHES AFT DATUM I
~NING:
D 1.... ,.11 , .." ......... '0 1 h , Or "'1" '0' 'III .... , ....... "'1'" of II.... ~
"
WEIGHT AND BALANCE VISUAL PLOTTER
Figure 6-19
6-19 6-19
6 .15 CARGO LOADING
When seats are removed for cargo stowage, the Basic Empty Weight
and corresponding C.O. must be corrected prior to determination of the
loading schedule. The weights and arms for these seats are:
Item Weight Arm Moment/tOO

3rd & 4th Seat
Fwd Facing (each) 26 166 43
3rd & 4th Seat
Aft Facing (each) 26 159 41
5th & 6th Scat (each) 26 198 51
7th Seat 25 229 57
8th Seat 22 242 53
A large cargo door can be installed adjacent to the main cabin entrance
door to facilitate cargo loading. The door provides an additional fuselage
opening (17 inches long and 29 inches wide) which results in a total access
length of over 44 inches. A quick disconnect pin is provided on the main
cabin entrance door cable which permits maximum utilization of the
additional opening provided by the optional cargo door.
The cargo barrier installation provides the necessary equipment to

safely load the cabin area of the fuselage, establishes a protective barrier for
the cockpit area, and presents instructions for cargo loading and weight
limitations. This optional installation includes cargo rollers, tie down straps,
cargo net, equipment container and a cargo blanket.
I The loading placard (Figure 6-21) is mounted in the rear of the aft
baggage compartment and clearly defines the limitations and procedures for
cargo loading. This information should be used in conjunction with the
information presented in the Weight and Balance section to assure a weight
and center of gravity within the limits of the airplane.
Cargo barriers and restraining equipment are limited as follows:
(a) Cargo barriers-maximum restraining capacity of 1280 Ibs. at 24 in.

C.O. height of cargo.
(b) Cargo net-maximum restraining capacity of 1280 Ibs. at 24 in. C.O.

height of cargo.
(c) Cargo straps-maximum restraining capacity of 150 Ibs. at 12 in.

C.O. height of cargo.
(d) Baggage tie down rings attached to seat tracks-maximum

restraining capacity of 200 Ibs. each.
(e) Baggage tie down rings attached to Wedjit plates-maximum tie

down capacity of 200 Ibs. each.
Weight and C.O. computations of individual items should be calculated

before actual loading. When loading items of identical weight with an even
weight distribution, the C.O. can be determined for all the items in the center
of the load. All items of unequal weight should be figured separately. Also,
compute the load weight and C.O. first: then compute fuel weight and total
C.O. to allow for the possibility of the C.O. moving aft of the allowable aft
C.O. limit while burning off fuel.
6-21 6-21
o PA-31 o
C '. D
t----~-
MAXIMUM CAPACITY
o o
FLOOR LOAD ALLOWABLE
AREA LBS/.80. FT. LBS.
A 100 150
I 150 640
C 150 640 1475
TOTAL
D 100 200
150 EACH. DO NOT
E 10 EXCEED 100 DrFF
IETWEEN LOCKERS
MAXIMUM TIEDOWN CAPACITY
PER FOOT OF TRACK 200 LBS
PER TRACK 600 LIS
PER TIEDOWN RING 200 LIS
CARGO MUST BE LOADED WITHIN THE WEIGHT
o AND BALANCE LIMITS OF THIS AIRCRAFT 0
CODE NO. 582 082
CARGO LOADING PLACARD

Figure 6-21
6-22 6-22
Genera1Jy, heavier items should be loaded in section B (see cargo

loading placard) and lighter items in sections C and D.
NOTE
When loading heavy items, it is recommended

to install a post under the tail skid to prevent
the tail from settling while loading. The parking
brakes should also be set.
In most cases the forward baggage compartment must be loaded in

order to utilize sections C and D. The empty weight of the airplane does not
include the cargo barrier installation equipment; however, the cargo barrier
equipment was included and the passengers' seats removed in the basic
airplane weight and C.G. in the following loading example:
(a) Example loading:
Weight X Arm Moment
NC Basic Weight 4354 127.4 554,700

Pilot 170 119.0 20,230
Load Section A 50 43.0 2,150
Load Section B 400 147.0 58,800
Load Section C 250 210.0 52,500
Load Section D 150 255.0 38,250
Load Section E 100 192.0 19,200
TOTAL 5474 136.2 745,830
Inboard Fuel 107.4 gal. 644 126.8 81,659

Outboard Fuel 63.6 gal. 382 148.0 56,536
TOTAL 6500 136.0 884,025
In the above example, the airplane falls within the limits (both C.G. and
weight).
6-23 6-23
6-24 6-24

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-25

6.17 EQUIPMENT LIST
The following is a list of equipment which may be installed in the PA-31-325. It consists of those items
used for defining the configuration of an airplane when the basic empty weight is established at the time of
delivery. Items marked with an "X" are those items which were installed on the airplane described below as
delivered by the manufacturer.
Unless otherwise indicated, the installation certification number (Cert. Basis) for the equipment
included in this list is TC ASEA.
PIPER AIRCRAFT CORPORATION PA-31-325, NAVAJO C/R
SERIAL NO. REGISTRATION NO. DATE:
(a) Propeller and Propeller Accessories
Item Mark if Weight Arm (In.) Moment

No. Item Inst!. (Pounds) Aft Datum (Lb-In.)
WEIGHT AND BALANCE
Two Propeller Installations Per

Piper PS50071-1 0, Hartzell Model
REPORT: LK-1207
HC-E3YR-2ALTFI FJCS46S-6R
(Right) and Piper PS50071-9.
Hartzell Model HC-E3YR-2ATFI
SECTION 6
FCS46S-6R (Left)
Cert. Basis - TC P33EA 91.9 ea. 4S.2 4430
6-25
6-26
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-26
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(a) Propeller and Propeller Accessories (cont)

No. Item Instl. (Pounds) Aft Datum (Lb-In.)
3 Two Hydraulic Propeller Governors

Per PAC Dwg. 24622-24,
Hartzell Model F-6-24Z (Left)
and PAC Dwg. 24622-23,
Hartzell Model F-6-24LZ
(Right) 5.5 ea. 64.0 352
5 Two Propeller Spinners Per PAC PIPER AIRCRAFT CORPORATION

Dwg. 43940-8 (Left) and PAC
Dwg. 43940-9 (Right) 3.1 ea. 46.2 143
7 Two Propeller Spinner Caps Per

PAC Dwg. 43929-2 (3 BId) .6 ea. 36.0 22
9 Propeller Spinner Bulkheads Per

PAC Dwg. 43933-8 (Left),
43933-7 (Right) 1.1 ea. 49.8 55

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-27

(b) Engine and Engine Accessories

17 Two Engines Per PAC Dwg.

53874-2 (Left) and 53874-3
(Right), Lycoming Model
TIO-540-F2BD (Left) and
LTIO-540-F2BD (Right)
Cert Basis - TC El4EA 544.5 ea. 77.8 42362
19 Two Oil Coolers. Harrison

Model API6AN08-Ot. Part No.
8535311. Per PAC Dwg. 41635 4.5 ea. 97.0 437
21 Fuel Pumps (Engine Driven)

Lear Siegler Model RG9080-J4A
WEIGHT AND BALANCE
(Right) and RG9080-J7A (Left)

or Titan Fuel Pump Equivalent 1.3 ea. 91.0 ll8
REPORT: LK-1207
23 Two Emergency Fuel Pumps

(Electric) Weldon Model
AlOOI4C-40, Per PAC Dwg.
SECTION 6
54364-6 and -7 (one ea.) 2.8 ea. 118.3 331

6-27
6-28
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
REVISED: AUGUST 17, 1981

(b) Engine and Engine Accessories (cont)
6-28
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
No. Item Instl. (pounds) Aft Datum (Lb-In.)
25 One each Fuel Boost Pumps
(Electric) Airborne Model
2B6-33 or 51 or 64 Piper PS501092
or 4 or -6 (Left) and Airborne Model
2B6-32 or -50 or -63, Piper PS501 09-3
or -5 or -7, (Right)
Cert. Basis - TC A8EA 3.2 ea. 122.7 393
27 Starter 24 Volt Prestolite

MHB-4013 or MHB-4018 (Left),
MHB-40I4 (Right) ~--
18.0 ea. 65.8 1184 PIPER AIRCRAFT CORPORATION
29 Two Hydraulic Pumps Per PAC
Dwg. 26802-8, or -10, or -II
Model 12I3-HBG Type 310 3.6 ea~ 92.0 331

31 Two Induction Air Filters,

Donaldson Model PI 0-6590 1.0 ea. 88.0 88
33 Two Oil Filters, Lycoming

Model LW-I0660 2.5 ea. 92.0 230
35 Two Air Pumps Per PAC Dwg.

26749-7, Airborne Model 211 CC
(Left) and PAC Dwg. 26749-8,
Airborne Model212CW (Right) 4.0 ea. 90.0 360

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-29

(c) Landing Gear and Brakes

No. Item lnst!. (Pounds) Aft Datum (Lb-In.)
45 Two Main Wheel and Brake

Assy., Cleveland Aircraft
Products, Wheel No. 4O-102a
Brake No. 30-68b
Cert. Basis - TSO C26a 18.3 ea. 152.0 2782
47 Two Main TIres, 6.50 x 10,

8-Ply Rating, Type III with
Regular Tubes 13.0 ea. 152.0 1976
49 One Nose Wheel Assembly,

Cleveland Aircraft Products
No.40-76B
WEIGHT AND BALANCE
Cert. Basis - TSO C26a 3.8 48.0 182
50 One Nose Wheel Assembly,

Piper PS50144-2-2
REPORT: LK-1207
Cert. Basis - TSO C26b 5.3 24.0 127

SECTION 6
51 One Nose Tire, 6.00 x 6,

6-Ply Rating, Type III with
Regular Tube 9.3 48.0 446
6-29
6-30
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-30
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(d) Electrical Equipment

61 Two Alternators, 70 Amp ea.

Prestolite No. ALU-8421 (Left)
ALU-8421-LS (Right) 12.6 ea. 62.8 791
63 One Battery, 24 Volt

17 Ampere-Hour Gill No.
12-GCAB-9 28.0 22.0 616
-- PIPER AIRCRAFT CORPORATION
65 Two Landing Lights, 28 Volt,
250-Watt GE No. 4596 2.0ea. 50.5 101
--
67 PositiOn/Strobe Lights
Tai1. Whelen #A500-HDM-28!
A490-HT-M-28; Left Wing.

Whelen #A429-PR-D-M-28!
A490-HT-M-28; Right Wing.
Whelen #A429-PG-D-M-281
A490-HT-M-28 4.6 183.0 842
--

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-31

(d) Electrical Equipment (cont.)

No. Item InstI. (Pounds) Aft Datum (Lh-In.)
69 Two Fuel Flow Warning Lights

Per PAC Dw~. 54338-3 Neglect Weight Change
71 Two Boost Pump Inop. Warning

Lights Per PAC Dwg. 54338-3 Neglect Weight Change
73 Two Fuel Boost Warnings

Pressure Switches Per PAC
Dwg.54373-2 0.2 ea. 122.7 25
75 Annunciator Display
Per PAC Dwg. 55930-3 1.0 98.0 98
WEIGHT AND BALANCE
77 Annunciator Control
Per PAC Dwg. 49353-2 1.0 63.0 63
REPORT: LK-1207
SECTION 6
6-31
6-32
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-32
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(e) Instruments

87 Airspeed Indicator Per

PAC Dwg. 41507-16 .6 96.0 58
89 Magnetic Compass Per

PAC Dwg. 42580 .7 96.0 67
91 Sensitive Altimeter Per

Piper PS50008-4 or
PS50008-5 --- 1.3 96.0 125
93 Electric Turn Rate Indicator

Per PAC Dwg. 43220 or
32737-6 or 44378 2.3 96.0 221
94 Turn Coordinator TC- 120-1 B

Aviation Instrument Corp. 507-0020-902 2.0 95.5 191
95 Rate of Climb Per PAC

Dwg. 41706 or 41706-2 1.0 96.0 96

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-33

(e) Instruments (cont.)

No. Item Inst1. (Pounds) Aft Datum (Lb-In.)
97 Eight-Day Clock - Wakmann

W-33-7510ET or Longines
ALL-90P-ET .4 96.0 38
99 Outside Air Temp Per PAC

Dwg.41707 .3 103.0 31
101 Ammeter Per PAC Dwg.

41505 .2 96.0 19
103 Dual Manifold Pressure

Gauge Per PAC Dwg.
1.0 96.0 96
WEIGHT AND BALANCE
19697-10
105 Dual Tachometer

Per Piper PS50048-13-1 .7 96.0 67
REPORT: LK-1207
SECTION 6
6-33
6-34
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-34
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

107 Engine Hour Recorder Per

PAC Dwg. 51006 .3 96.0 29
109 Dual Fuel Pressure Guage

Per PAC Dwg. PS50116-4 1.0 96.0 96
III Two Fuel Quan. Guages Per

PAC Dwg. 43242 .4 ea. 96.0 38 PIPER AIRCRAFT CORPORATION
113 Dual Fuel Flow Guage Per

PAC Dwg. 52346-2 l.l 96.0 106
115 Dual Exhaust Gas Tamp Guage

Per Piper PS50 I 01-33L 1.2 96.0 115


WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-35


117 Cowl Flap Position Indicator

Per PAC Dwg. 43145 .2 96.0 19 .
Il9 Wing Flap Position Indication

Per PAC Dwg. 71128-10 or-13 .2 96.0 19
121 Rudder Trim Position Indicator

Per PAC Dwg. 41510 .2 96.0 19
123 Elevator Trim Position Indicator

Per PAC Dwg. 42507 .2 96.0 19
125 Aileron Trim Position Indicator

WEIGHT AND BALANCE
Per PAC Dwg. 41510 .2 96.0 19
127 Two Combination Gauges Per

REPORT: LK-1207
PAC Dwg. 41506-2, Oil Pressure,

Oil Temperature, Cylinder Head
Temperature 2.4 96.0 230
SECTION 6
6-35
Moment
(Lb-In.)
220
326
Aft Datum
Arm (In.)
96.0
96.0
(Pounds)
Weight
3.4
2.3
Mark if
lnstl.
Directional Gryo Per PAC

Dwg. 99003-2, -3, -4, -6
Item
Gyro Horizon Per PAC

Dwg. 99002-2, -4, -7
Item
133
No.
131

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-37

(f) Miscellaneous

141 D.O.A. 50-2 Approved

Pilot's Operating Handbook
Report: LK-1207
143 Cabin Heater, 24 Volt

lanitrol No. B39D59
Cert. Basis - TSO C20 25.5 65.0 1658
145 Cabin Exhaust Vent. Inst!.

Per PAC Dwg. 43827 3.0 252.0 756
147 Stall Warning Lift Detector,

Safe Flight Instr. Corp.
WEIGHT AND BALANCE
#C-52207-4 Neglect Weight Change
149 Stall Warning Horn,

REPORT: LK-1207
Safe Flight Instr. Corp.

#02054-3 2.0 90.0 180
SECTION 6
lSI Heated Pitot Tube

AN5812-1 (24 Volt) 1.0 64.3 64
6-37
6-38
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-38
REPORT: LK-1207
WEIGHT AND BALANCE

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

No. Item Instl. (Pounds) Aft Datum (Lbln.)
16} Two Air Pumps Per PAC

Dwg. 267499. Airborne
Model 441 CC7 (Left) and
PAC Dwg. 26479-10, Airborne
Model 442CW-6 (Right) 3.0 ea. 90.0 270


WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-39

(h) Propeller and Propeller Accessories

171 Propeller Synchrophaser

Per PAC Dwg. 49694-3 8.0 75.8 606
173 One Hydraulic Propeller Governor

Per PAC Dwg. 24622-26,
Hartzell Model F-8-48LZ
(Right) 5.5 64.0 352
175 Two Propeller Installations Per

Piper PS50071-6, Hartzell Model
HC-E3YR-2ALTFIFJC8468-7R
WEIGHT AND BALANCE
(Right) and Piper PS500071-5,

Hartzell Model HC-E3YR-2ATFI
FC8468-7R (Left)
REPORT: LK-1207
Cert. Basis - TC P33EA 91.9 ea. 48.2 4430

SECTION 6
6-39
6-40
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-40
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(i) Landing Gear and Brakes

No. Item Instl. (Pounds) Aft Datum (Lh-In.)
185 Dual Toe Brakes Per

PAC Dwg. 42386 1.8 86.9 156
187 Two Main Wheel and Brake

Assy., Cleveland Aircraft
Products, Wheel No. 40-130,
Brake No. 30-95A
Cert. Basis - TSO C26a 22.4 ea. 152.0 3405



WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-41

(j) Electrical Equipment

211 One Battery, 24 Volt

25 Ampere-Hour Gill
No. PS12-24 38.1 22.0 838
213 Electric Windshield Wiper

Instl. Per PAC Dwg. 44115 --- 5.5 81.1 446
215 Electrically Heated

Windshield, Per PAC
Dwg.42637 --- 13.75 94.0 1293
217 Wing Ice Inspection Light

WEIGHT AND BALANCE
Per PAC Dwg. 44404 --- .5ea. 118.5 59
219 Electrical Propeller

REPORT: LK-1207
Anti-Icing, Per PAC

Dwg.43947-5 --- 14.0 64.9 909
SECTION 6
6-41
6-42
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-42
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(j) Electrical Equipment
(Optional Equipment) (cont.)

No. Item lnst!. (Pounds) Aft Datum (Lb-In.)
221 Emergency Locator

Transmitter Per PAC
Dwg. 55675-2
Cert. Basis - TSO C91 2.0 309.5 619
223 Emergency Locator

Transmitter Per PAC PIPER AIRCRAFT CORPORATION
Dwg. 49736-2 4.2 307.9 1293
225 Two Recognition Lights

Per PAC Dwg. 55802-14 1.3 134.0 174
227 Ground Recognition Beacon

Instl. Per PAC Dwg. 49512-2 .7 307.7 215
229 Emergency Power Pack

Per PAC Dwg. 55941-2 12.62 74.9 945
231 Chimes Instl.

Per PAC Dwg. 71619-2 .5 75.5 38

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-43

(k) Instruments

233 Airspeed Indicator Per

PAC Dwg. 41507-16 .6 96.0 58
235 Sensitive Altimeter Per

Piper PS50008-4 or
PS50008-5 1.3 96.0 125
237 Electric Tum R.ate Indicator

Per PAC Dwg. 43220 or
32737-6 or 44378 2.3 96.0 221
239 Rate of Climb Per PAC

Dwg.41706or41706-2 1.0 96.0 96
WEIGHT AND BALANCE
241 Eight-Day Clock - Wakmann

W-33-7510ET or Longines
REPORT: LK-1207
ALL-90P-ET .4 96.0 38
SECTION 6
243 Digital Clock - Astrotech

Per PAC Dwg. 74062-2 0.3 96.0 29
6-43
6-44
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-44
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(k) Instruments
(Optional equipment) (cont)
Item Mark if Weight Ann (In.) Moment

243 Dual Gyro Pressure Gauge

Per PAC Dwg. 46320 .5 96.0 48
245 Gyro Horizon Per PAC

Dwg. 53707 (PltJCAA) 2.3 96.0 221
247 Gyro Horizon Per PAC PIPER AIRCRAFT CORPORATION

Dwg. 99002-2.-4.-7
(CopltJStd.) 2.3 96.0 221
249 Gyro Horizon Per PAC

Dwg. 53707 (CopltJCAA) 2.3 96.0 221
251 Directional Gyro Per PAC

Dwg. 99003-2.-3.-4,-6
(CopltJStd.) 3.4 96.0 326

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-45

(k) Instruments
(Optional Equipment) (cont)

252 Directional Gyro - Aeritalia

Per PAC Dwg. 71183-2 2.2 96.0 211
253 Gyro Horizon - Aeritalia

Per PAC Dwg. 71181-2 -- 2.4 96.0 230
254 Electric Directional Gyro Per

PAC Dwg. 55683-2 (Copilot) 2.9 96.0 278
255 Electric Gyro Horizon Per

PAC Dwg. 55684-2 (Copilot) 2.6 96.0 250
WEIGHT AND BALANCE
257 Altimeter, Millibar Per

PAC Dwg. 42656 -- 1.3 96.0 125
REPORT: LK-1207
259 Voltmeter Per PAC Dwg.

54408-2 -- .2 96.0 19
SECTION 6
6-45
6-46
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-46
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(k) Instruments

261 Heater Hour Meter

Per PAC Dwg. 74050 .3 65.0 20
263 IVSI Type D6LP

Per PAC Dwg. 74066-2
Cert. Basis C8b 1.0 96.0 96 PIPER AIRCRAFT CORPORATION
265 Attitude Gyro Per PAC
Dwg.43820 2.3 96.0 221
267 Electric Directional Gyro, Per

PAC Dwg. 46911 (Copilot) 3.8 96.0 365
269 Electric Gyro Horizon Per

PAC Dwg. 64912 (Copilot) 3.4 96.0 326

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-47

(I) Autopilots

281 AltiMatic mc Autopilot

(with Nav/Comm) Per PAC
Dwg. 54550-3
Cert Basis - STC SA3017SW-D 62.7 128.6 8063
283 Yaw Damper System Inst!.

Cert. Basis - STC SA30IOSW-D 5.7 590.6 3366
285 PCS-810 APIFD Instl.

Cert. Basis - STC SA437S0 -- 52.4 191.1 10014
WEIGHT AND BALANCE
287 PCS-810 APIFD Instl.

REPORT: LK-1207
289 PCS-810 AlP with HSI

SECTION 6

6-47
6-47a
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-47a
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(1) AutopiJots

290 Bendix FCS-870 Automatic

Flight Control System Per
PAC Dwg. 71820-3 or -6 or -9 or -12 24.4 130.6 3187
a. DH-841V Flight Director indicator
Cert. Basis - TSO C4c, C52a 3.0 96.4 289
b. MA-872A Mode Annunciator
Cert. Basis - TSO C4c, C52a 0.5 96.1 48 PIPER AIRCRAFT CORPORATION
c. FC-872A Flight Controller
Cert. Basis - C4c, C52a 1.0 113.5 114
d. CA-871A Computer Amplifier

e. SE-873 Pitch Servo
Cert. Basis - C4c. C52a 2.8 313.9 879
f. SA-873 Roll Servo 2.8 165.4 463

g. ST-873 Trim Servo
h. Harness Assembly and Misc. 5.5 as installed
291 AltiMatic X with HSI

Cert. Basis - STC SA3021SW-D 43.8 124.3 5444

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-47b

(1) Autopilots
(Optiona1 Equipment) (cont)

No. Item Instl. (Pounds) Aft Datum (Lb-!n.)
293 AltiMatic X AP/FD

(with s1aved HSI & split/que
steering horizon)
Cert. Basis - STC SA3016SW-D 44.8 123.7 5542
295 AltiMatic X AP/FD

(with slaved HSI & single
que steering horizon)
Cert. Basic - STC SA3016SW-D 44.8 123.7 5542
KFC-200 FD/AP Instl. (King)

WEIGHT AND BALANCE
297
Cert. Basis - STC SAl I66CE 45.2 151.3 6839
REPORT: LK-1207
299 KAP-200 AlP Inst1. (King)

44.5
SECTION 6
Cert. Basis - STC SAl 166CE 152.0 6764

6-47b
6-48
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-48
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(1) Autopilots

No. Item Instl. (Pounds) Aft Datum (Lb~In.)
301 KFC~200 FDI AP Instl. (King)

(with yaw damper) Per PAC
Dwg. 71040~24
Cert. Basis ~ STC SAl I 66CE 56.9 158.5 9019
303 KAP~200 AlP Instl. (King)

(with yaw damper) Per PAC
Dwg. 71040~18
Cert. Basis - STC SA1166CE 56.2 159.2 8947



WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-49

(m) Radio Equipment

317 KTS-I-31 Basic Avionics Group

Instl. (Includes an standard
group components. Does not
include standard features)
a. With Separate Sense Antenna 70.8 93.7 6634
b. With Combined Sensei Loop
Antenna 68.6 lOlA 6956
319 King KTS- I -3 I Basic Avionics Group Inst!.

(Includes all standard group components.
Does not include standard features.)
WEIGHT AND BALANCE
Per PAC Dwg. 543 I 5-4 95.2 80.0 7616

a. KN-63 Distance Measuring Receiver
b. KDI-572 Digital Indicator
REPORT: LK-1207

c. KA-60 Antenna
SECTION 6
Cert. Basis - TSO C66a, C74c 0.5 206.0 103

d. KR-87 Automatic Direction Finder
Cert. Basis - TSO C41c 3.2 94.7 303
6-49
6-50
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-50
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment
e. KA-44 Antenna
Cert. Basis - TSO C41c -- 2.0 229.0 458
f. KI-227 Indicator
g. KMA-24 Audio Pane1JMarker Beacon
Cert. Basis - TSO C35d 1.7 97.4 166
h. KT-76A Transponder
i. KX 165-05 Transceiver/Navigation #1
with Glide Slope

(l) Pilots 5.6 94.5 529

(2) Copilots 5.6 94.5 529
Cert. Basis C37b. C38b, C36c

C40a. C34c
j. KX 165-04 Transceiver/Navigation #2
Cert. Basis - C37b, C38b. C36c, C40a 5.1 94.5 482

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-50a

(m) Radio Equipment

No. Item InstI. (Pounds) Aft Datum (Lb-In.)
319 k. KX-175B TransceiverlNavigation #1

(cont) Cert. Basis - TSO C37b, C38b,
C40a, C36c 8.5 94.5 803
1. KA-39 Voltage Converter #1
Cert Basis - TSO C36c, C37b, C38b -- 1.2 75.0 90
m.KN-72 VORILOC Converter #1
Cert Basis - TSO C40a ~~
1.3 70.0 91
n. KN-75 Glideslope Receiver #1
Cert. Basis - TSO C34c ~~
1.6 70.0 112
o. KX-175B Transceiver/Navigation #2
Cert. Basis - TSO C37b, C38b,
C40a, C36c 8.5 94.5 803
WEIGHT AND BALANCE
p. KA-39 Voltage Converter #2

Cert. Basis - TSO C36c, C37b, C38b 1.2 75.0 90
q. KN-72 VORILOC Converter #2
1.3 70.0 91
REPORT: LK-1207
Cert. Basis - TSO C40a ~~
r. KN-75 Glideslope Receiver #2

SECTION 6
s. KI-206 VORl LOCIGS Indicator #2

Cert. Basis - TSO C40a ~--
1.3 98.0 127
6-50a
6-50b
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-50b
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

319 t. KCS-55A Slaved Compass System

(cont) (1) KI-525A Navigation Indicator
(2) KG-102A Directional Gyro
(3) KMT-112 Flux Sensor
Cert. Basis - TSO C6c . 0.3 151.3 45
(4) KA-51 A Slaving Accessory
u. KAP-200 Two Axis Autopilot

(1) KI-256 Indicator

Cert. Basis - TSO C52a. C9c 3.3 96.6 319
(2) KG-258 Directional Gyro

(3) KC-292 Mode Controller

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-50c

(m) Radio Equipment

319 (3) KC-292 Mode Controller

(cont) Cert. Basis - TSO C52a, C9c 1.6 113.0 181
(4) KA-285 Mode Annunciator
Cert. Basis - C52a, C9c 0.5 99.5 50
(5) KS-270 Pitch Servo
(6) KS-272 Pitch Trim Servo
Cert. Basis - C52a, C9c -- 2.2 321.4 707
(7) KS-271 Roll Servo
Cert Basis - TSO C52a, C9c 2.2 165.5 364
(8) KC-295 Flight Computer
WEIGHT AND BALANCE

(9) Harness Assembly and Misc. 25.0 as installed
REPORT: LK-1207
SECTION 6
6-50c
6-50d
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-50d
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

No. Item InstL . (Pounds) Aft Datum (Lb-In.)
321 King KTS-2-31 Basic Avionics Group lnstl.

(Includes all standard group components.
Does not include standard features.)
Per PAC Dwg. 71800-2 91.2 83.9 7652
a. KY-l96 Transceiver #1
Cert. Basis - TSO C37b -- 3.2 95.8 307
b. BB-32M Broad Band Antenna #1
(Meriden) 0.9 151.3 136
c. KY-196 Transceiver #2
d. BB-32MBroad Band Antenna #2

(Meriden) 0.9 203.0 182
e. KN-53 Nav Receiver #1
Cert. Basis - TSO C40a, C36c -- 3.0 95.] 285

f. Blade VOR Antenna #1
(Communications Components Corp.)
Cert. Basis - TSO C34e -- 0.5 352.0 176
g. KN-72 VORILOC Converter #1
Cert. Basis - TSO C40a, C36e 1.3 70.0 91
h. KI-525A Navigation Indicator #1
Cert. Basis - TSO C6c' 3.9 96.4 376

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-50e

(m) Radio Equipment

321 i. KN-53 Nav Receiver #2

(cont) Cert. Basis - TSO C40a. C36c 3.0 95.1 285
j. KN-72 VOR/LOC Converter #2
k. KI-206 VOR/LOc/OS Indicator #2
I. KR-87 Automatic Direction Finder
Cert. Basis - TSO C41 c - - - 3.2 94.7 303
m. KA-44 Antenna
Cert. Basis - TSO C41c 2.0 229.0 458
n. KI-227 Indicator
Cert. Basis ~ TSO C41c 0.7 100.0 70
WEIGHT AND BALANCE
o. KT-76A Transponder
p. KMA-24 Audio Panel/Marker Beacon
REPORT: LK-1207
Cert. Basis - TSO C35d 1.7 97.4 165

q. KN-63 Distance Measuring Receiver
SECTION 6
- - -
f. KDI-572 Digital Indicator

6-50e
6-50f
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-50f
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

321 s. KA-60 Antenna

(cont) Cert. Basis - TSO C66c 0.5 206.0 103
t. KAP-200 Two Axis Autopilot .
(1) KI-256 Indicator
(2) KG-258 Directional Gyro
(3) KC-292 Mode Control

(4) KA-285 Mode Annunciator

(5) KS-270 Pitch Servo
(6) KS-272 - Pitch Trim Servo

(7) KS-271 RoB Servo
(8) KC-295 - Flight Computer

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-50g

(m) Radio Equipment

321 u. KCS-55A Slaved Compass System

(cont) (1) KI-525A Navigation Indicator
(2) KG-I02A Directional Gyro
(3) KMT-112 Flux Sensor
(4) KA-5IA Slaving Accessory
Cert. Basis - TSO C6c --- 0.3 99.0 30
(5) Harness Assembly and Misc. 25.0 as installed
323 KTG-3-31 Basic Avionics Group

WEIGHT AND BALANCE
Instl. (Includes all standard

REPORT: LK-1207
Per. PAC Dwg. 54270-2 98.5 90.4 8904

SECTION 6
6-50g
6-50h
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-50h
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

325 CT-1-31 Basic Avionics Group

Inst!. (Includes all standard
Per PAC Dwg. 54200~2 98.7 91.2 9001
327 CTM-I-31 Basic Avionics Group PIPER AIRCRAFT CORPORATION

lost1. (Includes all standard

Per PAC Dwg. 55160-2 60.5 97.5 5899

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-51

(m) Radio Equipment

328 Bendix HSD-830 Horizontal Situation

Display System Per
PAC Dwg. 71820-3 or-6 or -9 or -12 -- 10.7 65.6 702
a. IN-831A Situation Display Indicator
b. IN-835A Slaving Meter
c. SG-832C Remote Slaved Gyro
d. EC-834A Error Corrector
Cert. Basis - TSO C6c -- 0.2 151.3 30
e. FX-833A Flux Sensor
WEIGHT AND BALANCE
f. Harness Assembly and Misc. 2.5 as installed
329 Comm 1 Instt. (Narco)

REPORT: LK-1207
Per PAC Dwg. 54034-2 or -4 6.1 78.2 477
331 Comm I and 2 Inst!. (King)

SECTION 6
Per PAC Dwg. 54264-2 12.8 86.1 1102

6-51
6-52
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-52
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

333 Comm 1 and 2 Instl. (Collins)

Per PAC Dwg. 54229-2 14.9 87.1 1298
335 Comm 2 Inst!. (Narco)

Per PAC Dwg. 54035-2 5.9 77.2 455
337 Comm 2 Instl. (Narco) PIPER AIRCRAFT CORPORATION

Per PAC Dwg. 54035-4 5.9 98.9 584
339 Nav/Comm 1 Instl. (King)

Per PAC Dwg. 53558-2 21.6 91.3 1972
341 Nav/Comm I Instl. (King)

Per PAC Dwg. 53558-6 15.8 111.2 1757
343 Nav/Comm 1 and 2 Instl.

(King) Per PAC Dwg. 54690-2 35.9 98.2 3525
345 Nav/Comm 2 Instl. (King)

Per PAC Dwg. 53559-2 17.1 92.1 1575

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-53

(m) Radio Equipment

No: Item Instl. (Pounds) Aft Datum (Lb-In.)
347 Nay/Comm 2 Instl. (King)

Per PAC Dwg. 53559-5 14.1 92.4 1303
349 Nay 1 Instl. (Narco)

Per PAC Dwg. 54036-2 -- 7.1 139.7 992
351 Nay 1 and 2 Instl. (King)

Per PAC Dwg. 54267-2 -- 20.3 102.7 2085
353 Nav 1 and 2 Instl. (King)

Per PAC Dwg. 54267-4 -- 21.0 101.9 2140
WEIGHT AND BALANCE
355 Nay 1 and 2 Inst!. (Collins)

Per PAC Dwg. 54215-2 20.4 102.1 2083
REPORT: LK-1207
357 Nay 2 Instl. (Narco)

Per PAC Dwg. 54038-2 -- 3.1 97.0 301
SECTION 6
6-53
6-54
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-54
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

359 Nav 2 Instl. (Narco)

-- 6.1 87.2 532
361 HF Comm Instl. (Sunair)

Per PAC Dwg. 54077-2 -- 29.2 145.8 4257
363 HF Comm Instl. (Sunair) PIPER AIRCRAFT CORPORATION

Per PAC Dwg. 49413-2 -- 30.8 262.8 8094

Per PAC Dwg. 54077-6 -- 29.2 145.9 4260

Per PAC Dwg. 49413-4 32.8 261.9 8590
369 ADF Instl. (Narco)

Per PAC Dwg. 55416-2 13.5 104.7 1413

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-55

(m) Radio Equipment

371 Dual ADF Inst!. (Narco)

Per PAC Dwg. 54500-2 19.4 105.6 2049
373 ADF Instl. (King)

a. With Separate Sense Antenna 10.5 121.4 1275
b. With Combined Sense/Loop
Antenna 10.9 136.9 1492
375 ADF Inst!. (King)

Per .PAC Dwg. 54269-2 13.5 114.3 1543
WEIGHT AND BALANCE
377 ADF Inst!. (King)

Per PAC Dwg. 54218-4 13.8 111.7 1541
REPORT: LK-1207
379 Dual ADF Inst!. (King)

Per PAC Dwg. 53938-2 28.6 122.5 3504
SECTION 6
6-55
6-56
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-56
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

381 ADF Antenna Instl. (King)

Per PAC Dwg. 557732 3.9 202.9 '791
383 Dual ADF Antenna Instl. (King)

Per PAC Dwg. 55773-3 7.6 221.0 1680
385 ADF Antenna Instl. (King)

Per PAC Dwg. 55773-4 3.9 202.9 791
387 Dual ADF Antenna Instl. (King)

Per PAC Dwg. 55773-5 7.6 216.7 1647
389 RMI (Collins) and Dual

ADF (King) Inst1. Per

PAC Dwg. 54402-2 31.9 109.6 3496
391 RMI Instl. (RCA) Per

PAC Dwg. 54648-2
a. With separate Sense Antenna 31.6 111.0 3508
b. With Combined Sensei Loop
Antenna 32.4 119.0 3856
c. With KFC 200 AP/FD 3.5 90.5 317

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-57

(m) Radio Equipment

No. Item Inst1. (pounds) Aft Datum (Lb-In.)
393 RMI Inst1. (King KNI-58I )

Per PAC Dwg. 49297-2 18.7 77.7 1453
395 RMI Inst1. (King KI226)

Per PAC Dwg. 55441-2 2.0 54.1 108
a. With AltiMatic mc 10.5 61.6 647
b. With FCS-Sl 0 AP or AP/FD 9.9 54.5 540
c. With KAP-200 or KFC-200 2.0 54.1 108
396 King KI-229 Radio Magnetic

Indicator System Per
PAC Dwg. 7.1804-2 or -3 or-4
WEIGHT AND BALANCE
CertBasis - TSO C6c -- 9.1 86.9 791

a. Indicator
b. P-20 Inverter (AIM) 4.3 64.6 278
REPORT: LK-1207
c. Harness Assembly and Misc. -- 2.0 as installed

SECTION 6
397 Transponder Inst1. (Narco)

Per PAC Dwg. 53902-2 4.0 82.1 328
6-57
6-58
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-58
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

399 Transponder Inst!. (King)

Per PAC Dwg. 53604-2 or -9 3.3 91.9 303
401 Transponder and DME

Instl. (King) Per PAC
Dwg. 54276-2 22.9 76.7 1756
403 Transponder. DME and
Audio (CoIlins) Per PAC

Dwg.54216-2 28.0 77.8 2178
405 DME Antenna Instl.

Per PAC Dwg. 49795-2 .3 100.0 30
407 Transponder Antenna Inst1.

Per PAC Dwg. 49795-3 -- .3 33.0 10
408 Remote Transponder Ident Switch

Per PAC Dwg. 71980-2 Neglect Weight Change

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-59

(m) Radio Equipment

409 Marker Beacon Antenna Instl.

Per PAC Dwg. 49795-4 .5 153.0 77
411 DME Instl. (King) Per

PAC Dwg. 71130-2
a. Transceiver (KN63) 2.8 73.0 204
b. Indicator (KDI-572) .8 95.8 77
c. Antenna (KA60) .3 29.1 9
d. Antenna (KA60) .3 33.0 10
413 DME Instl. (King) Per

PAC Dwg. 54276-6 16.7 71.2 1189
WEIGHT AND BALANCE
415 DME Instl. (Narco) Per

PAC Dwg. 54417-2 6.4 95.8 613
REPORT: LK-1207
417 DME Instl. (Co1lins) Per

PAC Dwg. 71137-2
SECTION 6
a. Transceiver (TCR 451) 5.3 73.0 387

b. Indicator (IND-450) .6 97.4 58
c. Antenna (ANT-45 I ) .2 100.7 20
6-59
6-60
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

(m) Radio Equipment
6-60
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

419 R-Nav Inst!. (King)
Per PAC Dwg. 54768-2 4.5 93.6 421
421 R-Nav Inst!. (King)

Per PAC Dwg. 54768-3 5.7 90.6 516
423 R-Nav. Instl. (Collins)(ANS351)

Per PAC Dwg. 71144-2 3.8 93.9 357
425 R-Nav. InstI. (King)
--
Per PAC Dwg. 54749-2 3.6 93.8 338

426 King KNS-81 Digital Area

Navigation System Per
PAC Dwg. 71873-2 or-3

Cert. Basis - TSO C40a, C36c, C34c -- 5.5* 86.0 473
427 Audio Panel Inst1. (Narco)

Per PAC Dwg. 54428-2 or -4 -- 7.1 92.6 657
429 Audio Amp and Marker

Beacon Instl. (King)
Per PAC Dwg. 53575-8 5.5 92.3 508
*Includes Harness Assembly and Misc.

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-61

(m) Radio Equipment

431 Audio Amp lnstl. (King)

Per PAC Dwg. 53575-5 5.5 92.3 508
433 Audio Amp. lnstl. (King)

Per PAC Dwg. 54279-2 8.7 75.2 654
435 Audio Amp. and Marker

Beacon lnstl. (King KMA20)
Per PAC Dwg. 53575-2 6.6 90.4 596
437 Radar Instl. (King)

Per PAC Dwg. 54289-2 22.4 40.3 903
WEIGHT AND BALANCE
439 Radar Inst1. (King)

Per PAC Dwg. 55716-2 26.3 41.9 1102
REPORT: LK-1207
441 Radar lnst!. (RCA)

Per PAC Dwg. 43396-3 27.9 35.7 996
SECTION 6
443 Radar Inst. (RCA)

Per PAC Dwg. 55725-2 28.2 36.6 1032
6-61
6-62
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-62
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

No. Item Inst1. (Pounds) Aft Datum (Lb-ln.)
445 Radar Inst1. (Bendix) .

Per PAC Dwg. 54584-2 26.3 44.0 ]157
--
447 Radar Inst1. (Bendix)
Per PAC Dwg. 54687-2 32.6 39.7 1294
449 Radar Instl. (Bendix)

Per PAC Dwg. 55453-2 30.1 35.5 . 1069
-- PIPER AIRCRAFT CORPORATION
450 Radar Instl. (Bendix)

Per PAC Dwg. 55453-3 -- 34.1 39.5 1347

451 Radar In5tl. (Bendix)

18.7 45.8 856
Per PAC Dwg. 55726-2 --

452 Radar Inst). (Bendix)
Per PAC Dwg. 55726-3 22.7 53.2 1208
453 Radar Altimeter (Bonzer)

Per PAC Dwg. 52837-8 -- 6.5 233.9 1520
455 Radar Altimeter (Bonzer)

Per PAC Dwg. 52837-4 -- 7.5 230.8 1731

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-62a

(m) Radio Equipment

456 Radar Altimeter (King KRA-405)

Per PAC Dwg. 49356-2 --- 16.7 219.0 3657
457 RCA Weather Scout II

Monochrome Radar Per
PAC Dwg. 71825-2 13.7 47.9 656
a. MI-585264--1 Receiver-
Transmitter, Antenna
b. MI-585256-1 Indicator
c. MI-585260 Mounting Tray
WEIGHT AND BALANCE
d. Harness and Misc. 1.5 as installed

REPORT: LK-1207
SECTION 6
6-62a
6-62b
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-62b
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

458 RCA Weather Scout II Color Radar

Per PAC Dwg. 71825-4 17.0 51.7 879
a. MI-585264-1 Receiver
Transmitter. Antenna
b. MI-585278 Mounting Tray
Cert. Basis - TSO C63b 0.7 94.1 66 PIPER AIRCRAFT CORPORATION
c. MI-585322-1 Indicator
Cert. Basis - TSO C63b -- 4.8 94.1 452
d. Ml-585323 Interface Unit

e. Harness Assembly and Misc. -- 1.5 as installed

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-63

(m) Radio Equipment

459 Encoding Altimeter (Aeromech)

Per PAC Dwg. 15564-4 or-5
or -6 or -15 2.4 95.0 228
461 Encoding Altimeter (United)

Per PAC Dwg. 15570-4 or-5
or -6 or-9 1.0 95.0 95
463 Radar Altimeter (KRA-l 0)

a. Transceiver (KRA-IO) 2.0 306.9 614
b. Indicator (KI-250) . .9 98.0 88
WEIGHT AND BALANCE
c. Antenna (KAI31) .9 303.8 273
465 ADF Indicator (KI225-03)

Per PAC Dwg. 52075 1.0 98.5 99
REPORT: LK-1207
467 Indicator Inst1. (Collins)

SECTION 6
451 (DME)
Per PAC Dwg. 71370-2 .9 97.2 87
6-63
6-64
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-64
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

469 2nd GIS lnstl. (King)

Per PAC Dwg. 54476-2 1.8 64.1 115
471 2nd GIS Instal. (King)

Cert. Basis - TC A20S0 2.5 59.0 148
473 2nd GIS lnstl. (King) PIPER AIRCRAFT CORPORATION

Per PAC Dwg. 54730-2 2.6 92.7 241
475 2nd GIS Inst1. (Collins)

Per PAC Dwg. 54696-2 1.0 74.0 74
477 2nd GIS lnst!. (Collins)

Per PAC Dwg. 55180-2 2.3 72.0 166
478 2nd GIS lnstl. (Collins)

Per Dwg. 55710-2 2.0 70.0 140
479 2nd GIS Inst1. (Narco)

Per PAC Dwg. 55706-2 7.6 76.3 580

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-65

(m) Radio Equipment
481 Mike and Headset Instl.-

Pilot (100-T) Per PAC
Dwg.54059 1.2 105.0 126
483 Mike and Headset Instl.-

Pilot (M-7ooA) Per PAC
Dwg. 54426-2 1.2 96.0 115
. 485 Mike and Headset Instl.-

Copilot (100-T) Per PAC
. Dwg. 54059-1 1.2 105.0 126
WEIGHT AND BALANCE
487 Mike and Headset Inst1.-

Copilot (M-7ooA) Per PAC
Dwg. 54422-2 1.2 96.0 115
REPORT: LK-1207
489 Boom Mike Instl. - Pilot

Per PAC Dwg. 43369-5 - - 1.6 96.0 154
SECTION 6
6-65
6-66
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-66
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

491 Boom Mike Instl. - Copilot

Per PAC Dwg. 543982 2.6 109.5 285
493 Ramp Hailer InstI.

Per PAC Dwg. 43006 3.6 40.5 146
494 Ramp Haner Instl. PIPER AIRCRAFT CORPORATION

Per PAC Dwg. 71690-2 2.6 44.0 114
495 Ramp Hailer Instl.

Per PAC Dwg. 53591 5.0 50.7 254

497 Radio Telephone Instl. (King KT-96)

Per PAC Dwg. 49383-2 9.3 134.4 1250
499 Custom Instrument Panel

Inst!. - Center per PAC
Dwg. 54640-2 Neglect

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-67

(m) Radio Equipment


Instl. - Center per PAC

Instl. - Center Per PAC

Inst1. - Center Per PAC
WEIGHT AND BALANCE

Inst1. - Center Per PAC
Neglect
REPORT: LK-1207
Dwg.55166-2

SECTION 6
Instl. - Left Per PAC

6-67
6-68
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-68
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment


Instl. - Right Per PAC
513 Gables Panel (G-4877) 1l.5 95.0 1093
515 Gables Panel (G-471I) 11.5 95.0 1093 PIPER AIRCRAFT CORPORATION
517 Gables Panel (G-4683) 11.5 95.0 1093

519 Circuit Protector Instl.

a. NC-I-31 9.5 90.8 863

b. KTS-I-31 8.4 89.] 748
c. KTS-I-31 (I) 8.4 89.5 752
d. KTG-3-31 8.9 90.9 801
e. KTG-3-31 (l) 9.3 90.6 843
f. CTM-I-31 8.7 89.8 782

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-69

(m) Radio Equipment


Per PAC Dwg. 54298-2 or
4 or-6 or-9 4.0 92.2 369

Per PAC Dwg. 54298-8 4.1 92.6 380

Per PAC Dwg. 54298-3 3.8 91.4 347
527 Circuii Protector Instl.

WEIGHT AND BALANCE
Per PAC Dwg. 54298-5 or -7 3.9 91.8 358

REPORT: LK-1207
Per PAC Dwg. 55971-2 4.1 92.4 379

SECTION 6
Per PAC Dwg. 54411-2, -3

-4, -5, -6, -7 and-8 3.8 91.7 348
6-69
6-70
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-70
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

533 KTG-3-31 Antenna Instl.

Per PAC Dwg. 49796-2 12.5 172.8 2160
535 KTG-3-31 (I) Antenna Instt.

Per PAC Dwg. 49796-4 18.8 205.7 3867
537 CTM-I-31 Equipment Instl.

Per PAC Dwg. 55161-2 26.7 84.2 2248
539 CTM-) -31 Equipment Instl.

Per PAC Dwg. 49452-2 31.1 85.3 2653
541 KTG-3-3) Equipment Instl.

Per PAC Dwg. 49797-2 60.5 76.& 4646
543 KTG-3-31 (J) Equipment Instl.

Per PAC Dwg. 4979&-3 75.9 141.9 10770

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-71

(m) Radio Equipment
(Optional Equipment) (cant)

No. Item Inst1. (Pounds) Aft Datum (Lh-In.)
545 Harness Inst1. Per PAC

Dwg.55162-2 5.1 832 424
547 Harness Instl. Per PAC

Dwg. 49787-2 11.0 81.9 901
549 Harness Instl. Per PAC

Dwg. 49788-2 13.6 115.3 1568
551 Master Switch Inst1.

Per PAC Dwg. 54677-2 .1 100.0 10
WEIGHT AND BALANCE
553 Dimmer Instl. Per PAC

Dwg.54219-2 .8 77.6 62
REPORT: LK-1207
555 Dimmer Inst1. Per PAC

Dwg.55746-2 .7 78.9 55
SECTION 6
6-71
6-72
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-72
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

No. Item Instl. (pounds) Aft Datum (Lh-In.)
557 Radio Cooling System Inst1.

Per PAC Dwg. 54306-2 .7 94.0 66
559 Antenna and Coax Instl.

Per PAC Dwg. 55167-2 8.6 182.2 1567
561 Static Air - VSI Inst1.
Per PAC Dwg. 54701-3 Neglect
563 Static Wicks Instl.

Per PAC Dwg. 71065-2 .2 300.0 60
565 Placard Inst. Per PAC

Dwg. 803022 or 80304-2 Neglect

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-73

(m) Radio Equipment

567 Panel Mounting Rework

569 Panel Mounting Angle

Per PAC Dwg. 53563-3 .1 98.0 10
571 Cover Plate Per PAC

Dwg.53607 .2 99.0 20
573 Equipment Shelf Instl.

Per PAC Dwg. 54106-2 2.1 70.0 147
WEIGHT AND BALANCE

Per PAC Dwg. 54106-3 ~--
2.1 69.0 145
REPORT: LK-1207

SECTION 6
or-3 5.0 69.2 346

6-73
6-74
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-74
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

No. Item Inst!. (pounds) Aft Datum (Lb-In.)
579 Equipment Shelf lnstl.

Per PAC Dwg. 55163-2 4.2 69.5 292
581 Equipment Shelf lnst!.

Per PAC Dwg. 55747-2 or-3 4.7 69.5 327
583 Ground System InstJ.
Per PAC Dwg. 55745-2 .2 75.-8 15
585 Radio Support Brackets



WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-75

(m) Radio Equipment


Per PAC Dwg. 5488 1-2
and -3 and-4 .3 9LO 27

Per PAC Dwg. 54432-2 .4 93.0 37

Per PAC Dwg. 54204-2 .1 99.0 10
595 Radio Support Angle

WEIGHT AND BALANCE
Per PAC Dwg. 55168-2 -- .3 95.0 29
597 Radio Support Angle

REPORT: LK-1207
Per PAC Dwg. 55169-2 .1 98.0 10
599 Tubes Instl. Per PAC

SECTION 6
Dwg. 54310-2 .5 90.6 45

6-75
6-76
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-76
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(m) Radio Equipment

601 Tubes Inst1. Per PAC

Dwg.54275-2 Neglect
603 Radio Support Rod Per

PAC Dwg. 42215 .2 91.0 18
605 VORILOC Repeater
Instl. Per PAC Dwg.
55336-2 1.8 98.0 176
607 Ground Clearance Energy

Saver System
Per PAC Dwg. 49817-2 .3 100.0 30

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-77

(n) Miscellaneous

653 Propeller Ice Shield Instl.

Per PAC Dwg. 53849 --- 2.9 50.5 146
655 Second Heated Pitot Tube

(AN58 12-1 ) (24 Volt) 1.0 64.3 64
657 Air Conditioning System

Per PAC Dwg. 52073-2 --- 75.4 102.9 7759
659 Ground Ventilation Fan

Per PAC Dwg. 43642 6.7 250.0 1675
WEIGHT AND BALANCE
661 Fire Extinguisher

Per PAC Dwg. 52719-0 or -2 5.1 137.5 701
REPORT: LK-1207
SECTION 6
6-77
6-77a
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-77a
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

663 Lightning Resistant Fuel Fi11er Cap

lnstl. Per PAC Dwg. 53857
a. Land R Inboard 0.7 ea. 131.5 92
b. Land R Outboard 0.7 ea. 142.5 100
c. Left Nacelle 0.7 125.0 88
d. Right Nacel1e 0.7 146.0 102 PIPER AIRCRAFT CORPORATION


WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-77b

(n) Miscellaneous
Item Mark if Weight Arm (In:) Moment

664 Lockable Fuel Filler Cap Instl.

Per PAC Dwg. 74068
a. Land R Inboard --- 0.7 ea. 131.5 93
b. Land R Outboard 0.7 ea. 142.5 100
c. Left Nacelle --- 0.7 125.0 88
d. Right Nacelle --- 0.7 146.0 102
WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-77b
6-78
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-78
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

665 Known Icing - Inst1.

Per PAC Dwg. 71155-3 66.5* 113.4 7541
667 Cargo Door Per PAC

Dwg. 53330-2 19.8 245.2 4855
669 Pilot's Door Per PAC PIPER AIRCRAFT CORPORATION

Dwg.53448.2 7.9 123~0 972
671 Oxygen Sytem InstI. Per

PAC Dwg. 55324-2 55.2 80.8 4460

672 Aft Oxygen System lostI.

Per PAC Dwg. 71111-2 55.2 280.4 15478
673 Aft Cabin Heater (24V)

lanitrol No. C39D59
Cert Basis - TSO C20 29.0 279.0 8091
*Weight does not include weight of pneumatic pumps.


WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-79

(n) Miscellaneous

675 Cabinetry InstI.

Per PAC Dwg. 55570
a. Fwd. Storage Divider Inst1.,

Thermos Storage With Divider.
Per PAC Dwg. 55306-8 or -27 22.5 145.0 3262
b. Fwd. Storage Divider Instt.
Thermos Storage Without
Divider, Per PAC Dwg.
55306-11 or-28 20.0 145.0 2900
c. Cabinet Divider Panel Instl..
WEIGHT AND BALANCE
Plan Fwd.,
Per PAC Dwg. 55346-3 or -1 I 17.2 145.0 2494
d. Cabinet Divider Panel Instl..
REPORT: LK-1207
Air Condo Full Divider,

Per PAC Dwg. 55310-5 or -8 --- 11.5 146.0 1679
e. Fwd. Storage Divider Inst1.,
SECTION 6
Manual Storage With Divider,

Per PAC Dwg. 55306-9 or -24 19.0 145.0 2755
6-79
6-80
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-80
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

No. Item Inst1. (Pounds) Aft Datum (Lb~In.)
675 f. Fwd. Storage Divider Inst1.,

(cont) Manual Storage Without
Divider, Per PAC Dwg.
5530~13 or -23 16.5 145.0 2392
g. Fwd. Storage Divider Inst1.,
Manual Storage With Divider
Radio Phone (Weight of Phone
Not Included)
Per PAC Dwg. 55306-14 or -25 19.0 145.0 2755

h. Fwd. Storage Divider Instl.,
Manual Storage Without

Divider - Radio Phone

(Weight of Phone Not
Included)
Per PAC Dwg. 5530~ 15 or -26 16.5 145.0 2392
I. Thermos Carrier Instl.
Per PAC Dwg. 55308-2 or-5 8.0 145.0 1160
j. Storage Cabinet Instl.
Per PAC Dwg. 55309-2 or -6 8.8 ea. 145.0 1276
k. Folding Table Inst1..
Per PAC Dwg. 71437-2 or-3 9.0 ea. 177.5 1598

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-81

(n) Miscellaneous

675 1. Folding Table Instl.,

(cont) Per PAC Dwg. 71744-2, -3 9.0 ea. 177.5 1598
m. Aft Refresh. Cabinet Inst1.,
Side Facing Toilet,
Per PAC Dwg. 55307-4 or-6 39.0 243.0 9477
n. Rear Refresh. Panel InstJ.,
Seventh Seat,
Per PAC Dwg. 55305-4 or-8 42.0 243.0 10206
o. Rear Divider Panel Inst!.
Plain Panel,
Per PAC Dwg. 55321-3 or -4 9.5 244.0 2318
WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-81
6-82
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-82
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

677 Seats InsH.

Per PAC Dwg. 55580-2 or -3
a. Seat Instl. Per PAC Same as

Dwg~ 49420-2, -4 or -5 standard
b. Third Seat, Aft Facing.
Per PAC Dwg. 44505-4 24.0 159.0 3816
c. Fourth Seat, Aft Facing,
Per PAC Dwg. 44505-4 24.0 159.0 3816
d. Third Seat, Aft Facing,
Per PAC Dwg. 44505-5 25.2 159.0 4006

e. Fourth Seat, Aft Facing.
Per PAC Dwg. 44505-5 25.2 159.0 4006
f. Passenger Seat InsH.

(Left), With Ashtray
and Armrest,
Per PAC Dwg. 49450-16 25.2 198.0 4990
g. Passenger Seat Instl.
(Right), With Ashtray
and Armrest,
Per PAC Dwg. 49450-17 25.2 198.0 4990

WEIGHT AND BALANCE
REPORT: LK-1207
SECTION 6
6-83

(n) Miscellaneous

h. Passenger Seat Instl.,

With Ashtray Without
Armrest,
Per PAC Dwg. 49450-14 or -15 --- 24.2 ea. 198.0 4792
i. Passenger Seat Instl.,
Without Ashtray or
Armrest.
Per PAC Dwg. 49450-10 or -11 24.0 ea. 198.0 4752
j. Passenger Seat Inst1.
(Left). Without Ash-
Tray With Armrest,
WEIGHT AND BALANCE
Per PAC Dwg. 49450-12 25.0 198.0 4950

k. Passenger Seat Instl.
(Right). Without Ash-
REPORT: LK-1207
Tray With Armrest,

Per PAC Dwg. 49450-13 25.0 198.0 4950
1. Seventh Seat Instl..
SECTION 6
Without Armrest.
Per PAC Dwg. 53505-6 24.4 229.0 5588
6-83
6-84
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6

6-84
REPORT: LK-1207
WEIGHT AND BALANCE

SECTION 6
(n) Miscellaneous

m. Seventh Seat Inst1.,

With Armrest
Per PAC Dwg. 53505-7 25.4 229.0 5817
n. Eighth Seat Inst1.
Per PAC Dwg. 53518-4 21.4 242.0 5179
o. Toilet Seat Inst!.
Per PAC Dwg. 55628-2 27.0 229.0 6183
p. Toilet- Refreshment Unit

Per PAC Dwg. 53310 70.4 229.0 16122
679 Privacy Curtain Inst1.

Per PAC Dwg. 55426-2 or -3 5.8 209.8 1217
681 Nayak NacelJe Fuel System

Cert. Basis - STC SA 1161SW Rev. 13 *
TABLE OF CONTENTS
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS
Paragraph Page
No. No.
7.1 The Airplane ............................................................................... 71

7.3 Airframe...................................................................................... 7-1
7.5 Engines and Accessories.... ........ ...... ........................... ................ 7 5
7.7 Engine Controls .......................................................................... 7-8
7.9 Propellers .................................................................................... 79
7.11 Landing Gear .............................................................................. 7-10
7.13 Brake System.............................................................................. 7-12
7.15 Hydraulic System........................................................................ 713
7.17 Flight Control System................................................................. 716
7.19 Fuel System ................................................................................ 719
7.21 Electrical System ........................................................................ 7-24
7.23 Instrument Panel...... .................... ...... ...... ............. ...................... 731
7.25 Annunciator Panel...................................................................... 735
7.27 Radio Operation.......................................................................... 7-35
7.29 Pitot/Static System...................................................................... 7-36
7.31 Pneumatic System....................................................................... 737
7.33 Wing and Empennage Deicing ................................................... 739
7.35 Ice Detection Light ..................................................................... 741
7.37 Electric PropeJlerDeicers........................................................... 7-41
7.39 Heating, Ventilating and Defrosting ........................................... 7-44
7.41 Ground Ventilation Fan...... ......... ......... ........ .................. ....... ...... 7-49
7.43 Aft Cabin Heater......................................................................... 7-49
7.45 Air Conditioning .............................. :.......................................... 750
7.47 Oxygen System........................................................................... 7-54
7.49 Cabin Features ............................................................................ 7-57
7.51 Baggage Area.............................................................................. 7-58
7.53 Cargo Door ................................................................................. 760
7.55 Pilot's Door................................................................................. 7-62

7-i 7-i
SECTION 7 (cont)
Paragraph Page
No. No.
7.57 Finish ... f...................................................................................... 7-63

7.59 Number Plates............................................................................. 7-63
7.61 Stall Warning .............................................................................. 7-63
7.63 Propeller Synchrophaser (Hartzell) ............................................ 7-65
7.65 Emergency Locator Transmitter ................................................. 7-67
7.67 Radar........................................................................................... 7-69
I 7.69 Electrically Heated Windshield .................................................. 7-70
7.71 Electric Windshield Wiper.......................................................... 7-71
7.73 Fire Extinguisher (Portable) ....................................................... 7-71
7.75 Cabinetry..................................................................................... 7-72
7.77 Folding Tables ............................................................................ 7-74
7.79 Toilet Installation ........................................................................ 7-74
7.81 Anti-Static Wicks........................................................................ 7-74
7.83 Ramp Hailer................................................................................ 7-75
7.85 Emergency Electrical Power Pack.............................................. 7-75
I 7.87 Overhead Ventilation Fan ........................................................... 7-76

7-ii 7-ii
PA-31-325, NAVAJO C/R DESCRIPTION & OPERATION PA-31-325, NAVAJO C/R DESCRIPTION & OPERATION
SECTION 7
DESCRIPTION AND OPERATION

OF THE AIRPLANE AND ITS SYSTEMS
7.1 THE AIRPLANE
The PA-3l-325 Navajo C/R is a twin-engine, retractable landing gear,

multi-purpose airplane. Its spacious cabin is available with a variety of
optional cabin arrangements and furnishings to allow the airplane to be
equipped to serve the individual needs of the owner.
Pilot and passenger comfort accessories, custom seating arrangements

and flexible loading accommodations coupled with air navigational
equipment, flight safety aids, speed and range, avail the PA-31-325 Navajo
C/R for use in a variety of operational situations.
7.3 AIRFRAME
A primary structure of reinforced and stress tested metal construction

provides the basis for the rugged Navajo airframe. The nose, tail cone, and
other flight surface extremities are of tough fiberglass.
The fuselage is an all metal, semi-monocoque structure with riveted

skin. It consists of three basic units: the nose section, the cabin section, and
the tail -section. Removable access plates and inspection panels are
incorporated into the fuselage skin to aid in equipment inspection and
repair.
Large panoramic windows, which include a two piece windshield, five

side windows and pilot and copilot storm windows, furnish an unobstructed
view from the cockpit or cabin areas. The four forward windows on each side
of the fuselage are of double pane construction to reduce window fogging.
DESCRIPTION & OPERATION PA-31-325, NAVAJO C/R DESCRIPTION & OPERATION PA-31-325, NAVAJO C/R
TIle pilot nnd copilot storm windows ure located in Ihe forwurtllower section
of each pilot's side window. To open, release the latch on the lower portion of
the window and swing the storm window in and forward. The storm
windows arc easily removed by pulling the hinge pin. A heated pilot's
windshield is offered as optional equipment to prevent windshield fogging
and icing.
On the right side, the second side window aft of the copilot's windshield
is a combination window emergency exil. As a safety feature, the exit can be
expelled by removing the plexiglas cover from the release mechanism (aft of
the window), pulling the release handle down and pushing out on the exit
(Figure 7.1).
For case of entry and exit. a large. two piece cabin entrance door is
provided on the left side of the fuselage, just aft of the wing. The door
separates in the middle with the upper half, which incorporales the aft
rectangular side window, swing ing upward and the lower half, which houses
the cabin entrance steps, swinging downward. To open the door from the
outside, push on the upper portion of the door handle and pull upward on
the lower portion of the handle. With the lock mechanism now released
lower the bottom half of the door and pull out the steps. (Later models arc
equipped with an automatic step extender.) On earlier models, raise the
upper half of the door until it locks. The door is closed from the outside by
pushing upward on the knurled cylinder on the upper door support and
lowering the upper half of the door. On later models, pull the upper half out
ward a few inches nnd relense it. From this position the gas spring support
will push the door fully open and support it in the open position. To close,
pull the upper door down lind push it into the closed pos ition. Next. raise the
lower half of the door, making sure the door support cords do not catch in
the door frame. and push in on the door halves and the door handle until the
door is securely latched. As a safety feature, a locking bolt is attnched to the
inside of the upper half of the enlranee door. When the door is closed from
within the cabin, the bolt is moved to the right across the metal strike plate
attachment on the door frame. This feature provides added protection in the
event the cabin door should unlatch during flight due to improper latching.
To open the door from the inside. pull the bolt to the left. push in and hold
the lock bulton (adjacent to the door handle. Figure 73). pull the handle.
lower the bottom half of the door and lower the steps. (Later models arc
equipped with an automatic step extender.) On earlier models, raise the
upper half to the locked posit!on. On later models, push the upper half
outward a few inches and release it. The gns spring support will push the
door fully open. Closing the door frOIll the inside is performed simi larly to
EMERGENCY
EXIT RELEASE
REMOVE COVER
PULL HANDLE DOWN
PUSH EMERGENCY
EMERGENCY EXIT RELEASE

Figure 7-1
LOCK HANOLE
"
.... ---
Co.
I
,.,..~.
;i
,I
",
--
.fII*' ~ ..-" .
I
'.\.
,:: .
,?
'. Ilill(~,.~.:
('j'"
r; ,
I :.'
, I
lOCK BUTTON
CABIN ENTRANCE DOOR LATCH

Figure 7-3
the outside closing procedure. The door should be checked to insure proper
locking by trying to pull the handle to the open position without pushing
the Jock button and checking that the bolt has been properly attached.
Each wing is an all metal, fult cantilever type construction with a

removable fiberglass tip. The wing panels incorporate an 1 beam main spar
which extends into the center of the fuselage where the spars are joined with
high strength butt fittings, making in effect, one continuous main spar. This
main spar is also attached at each side of the fuselage as are the front and rear
wing spars. The main landing gear are housed in wheel wells built into the
lower surface of the wings and are enclosed by doors when the gear is
retracted. Two flexible bladder type fuel cells in each wing house the fuel.
Ailerons are all metal and are fully balanced. The right aileron
incorporates a trim tab which' is adjustable through a control in the cockpit.
The all metal flaps are electrically activated by an airfoil shaped c9ntrol
on the instrument panel. When the flap control is moved to the UP or DN
position, power is transferred from an electric motor to a screw transmission
through a flexible shaft. A flap indicator, mounted on the instrument panel
above the flap control, is used to position the flaps to the desired setting.
The engine nacelles are an integral' part of the wing. They provide a
streamlined structure for the engines and added baggage area in the nacelle
lockers.
The empennage consists of a vertical stabilizer (fin), a rudder, a

horizontal stabilizer and elevators. The rudder and elevators both have trim
tabs which are controlled from the cockpit. The empennage group
components are metal cantilever structures with removable fiberglass tips.
Both the vertical and horizontal stabilizers incorporate two-channel main
spars that run the length of the stabilizer and attach to the aft bulkhead
assembly of the fuselage.
All structural components are completely zinc chromate primed and the
exterior surfaces coated with polyurethane paint.
7.5 ENGINES AND ACCESSORIES
The PA-31-325 Navajo C/R is powered by two six-cylinder, fuel

injected, turbocharged Lycoming engines rated at 325 HP at 2575 RPM.
Both engines are air cooled and have top side exhaust incorporating oil jets
for internal piston cooling.
The left engine is a standard (clockwise) rotating Lycoming TIO-540-

F2BD and the right, a counter rotating (counterclockwise) Lycoming LTIO-
540-F2BD}. They are equipped with geared starters, single drive dual
magnetos, 28-volt 70-amp self rectifying alternators, shielded ignition
systems, turbochargers, hydraulic pumps, oil filters, oil coolers, pneumatic
pressure pumps and three bladed propellers. The alternators, and (if
installed) freon compressor are belt driven by pulleys mounted on the starter
ring gear.
The turbocharger (Figure 7-5) is designed to in~rease the power output

and efficiency of the engine by supplying compressed air to the engine intake
manifold. This allows the engines to operate at peak power at much higher
altitudes than normally aspirated engines. Power to drive the turbocharger is
extracted from energy in the exhaust gases, which are due ted through the
turbine and then exhausted overboard at the bottom of the nacelles in the
area of the cowl flaps.
The fuel injection system is based on the principle of measuring engine

air consumption by use of a venturi tube and using the airflow forces to
control fuel flow to the engines. Fuel distribution to the individual cylinders
is obtained by the use of a fuel flow divider and air bleed nozzles. Idle cut-ofCs
are incorporated in the injectors and should always be used to stop the
engines. This is accomplished by pulling the mixture control levers to the
rearmost position.
An automatic alternate air induction system is provided for each

engine. In the event the induction air filters become obstructed by ice or
other foreign particles, the induction air doors will open automatically to
provide air to the engine.
Two manual alternate air controls are located to the right of the control
pedestal to allow the pilot to select alternate air if the automatic feature
should fail.
The cowl flaps, located on the bottom of the engine .nacelles, arc
electrically operated by switches located on the bottom of the control
pedestal. Cowl flaps should be positioned to maintain temperatures at or
below maximum allowable temperature. Remote indicating gauges, located
next to the switches, give the pilot a visual indication of cowl flap position.
The engines are equipped with doors on the induction housings which,
in the event of a turbocharger compressor failure, automatically revert the
engines to normally aspirated air. Under these conditions approximately
71 % of normal rated power, or 232 HP, will be available at sea level.
Engine mounts are of steel tube construction incorporating vibration

absorbing dynafocal mounts. The engine cowlings are cantilever structures
constructed of a combination of fiberglass and metal attached at the fire
wall. Quick release fasteners provide prompt removal of the top cowl. To
remove the bottom cowl, the cowl flap must first be disconnected.
The lubrication system is of the pressure wet sump type. The oil pump,
which is located in the accessory housing, draws oil from the oil suction
screen located in the sump. The oil from the pump then enters the accessory
housing which feeds the oil to a connection on the rear face of the accessory
housing, where a flexible line leads the oil to the external oil cooler. An oil
cooler is attached to the engine mounts on the lower left side below each
engine. Oil under pressure from the cooler returns to a second connection on
the accessory housing from which point a passage conducts the oil to the oil
pressure filter. Oil flow to the oil cooler is controlled by a thcrmostatic valve.
This valve is normally open with cold oil so that the oil will by-pass the cooler
for quicker warm up. As thc oil is wamlcd, the valve closes causing the oil to
flow thru the oil cooler.
The oil filter element, located on the accessory housing, provides a

means of filtering from the oil any solid particles that may have passed
through the suction screen in the sump. After being filtered. the oil is fed
through a passage to the oil pressure relief valve, located in the upper right
side of the crankcase in front of the accessory housing. This relief valve
regulates the engine oil pressure by allowing excessive oil to return to the
sump, while the balance of the pressure oil is fed to the main oil gallery in the
right half of the crankcase. Residual oil is returned by gravity to the sump,
where after passing through a screen it is again circulated through the engine.
Engine instruments are either mounted horizontally across the top of

the center instrument panel or stacked vertically at the right side of the center
panel. Additional engine gauges are located in the right instrument panel.
~

i

,
o

,
"
T URBOCHARGER SYSTF.M SCH[l\'1ATIC
Figure 7-5
7-7 7-7
The recommended period for engine overhaul is ut 1600 hours. This

. time is based on Avco-Lycoming service experience. From time to time
Lycoming revises the recommended overhaul period through a Service
Instruction. The pilot should check with his dealer for the latest overhaul
period on his engines and any additional Lycoming service information.
Operation beyond the recommended overhaul period is at the discretion of
the operator.
In order to obtain maximum engine efficiency and time between

overhauls, the pilot should read and follow the procedures recommended by
the Avco-Lycoming Operator's Manual for his engines.
7.7 ENGINE CONTROLS
Engine controls include a throttle, a propeller control, and a mixture

control for each engine (refer to Figure 7-13). These controls arc located on a
control pedestal in the center of the cockpit below the instrument panel,
where they are accessible to both pilot and copilot.
The throttle levers, on the far left. of the control pedestal, are used to
adjust manifold pressure. The throttle levers adjust from fully open in the
top (fore) position, through the idle position, to fully closed at the bottom
(aft) of their travel. The throttle controls incorporate switches which activate
a gear unsafe horn if the gear is not in the Down-Locked position and the
power is reduced to 12 inches of manifold pressure. If the gear is not locked
down, the horn will sound until the gear is down and locked or until the
power setting is increased. This is a safety feature to prevent an inadvertent
gear up landing.
The propeller controls are located in the center of the control pedestal.
They are used to adjust the propeller speed from increase RPM at the top of
their travel, through decrease RPM, to the feathered position at the bottom
of their travel. A govcrnor maintains a constant propellcr speed once the
propeller control is set.
The mixture controls at the far right of the control pedestal adjust the
air to fuel ratio. The full rich position is at the top position and the full lean to
idle cut-off positions at the bottom. The mixture controls are also used to
shut down the engines in the fully aft or idle cut-off position.
7-8 7-8
A friction adjustment knob on the right side of the control pedestal may
be adjusted to increase or decease the effort needed to move the control
levers or to hold the controls in a selected position.
7.9 PROPELLERS
The propellers are Hartzell, three-blade, constant speed, controllable

pitch and full feathering. The left propeller incorporates a Hartzell FC8468-
6R blade with an HC-E3YR-2ATF hub and the right an FJC8468-6R blade
and HC-E3YR-2ALTF hub. Propellers are independently controlled by
propeller governors, one mounted on each engine, and its corresponding
propeller control level' in the center of the control quadrant on the pedestal.
A combination of nitrogen or air pressure, a spring. blade counter-

weights and governor regulated oil pressure is utilized to change the pitch of
the propeller blades. Nitrogen or air pressure is supplied from the
prccharged propeller chamber. (Rcfer to Section 8 - Airplane Handling,
Servicing and Maintenance). The nitrogcn or air pressure. spring and blade
counter-weight force is utilized to move the blades to the high pitch (de-
creased RPM) and feathered position and the opposing governor regulated
oil pressure moves the blades to the low pi~ch (increased RPM) position. As
the propeller control lever is moved forward, which increases the propeller
RPM, a valve in the propeller governor allows increased oil pressure to enter
the propeller hub and move the blades to the low pitch (increased RPM)
position. Moving the propeller control lever aft decreases the propeller
RPM as the propeller governor decreases the oil pressure to the hub and the
nitrogen or air pressure. spring and blade counter-weights move the
propeller blades to the high pitch (decreased RPM) or. if selected. the
feathered position.
Feathering is accomplished by moving the propeller control lever full

aft, through the low RPM detent, into the feathering position. Feathering
takes place in approximately seven seconds. The low RPM detent is
incorporated to prevent inadvertent feathering. To unfeather the propeller
(in flight), move the propeller control lever forward, beyond the low RPM
detent, to increased RPM position and engage the starter. As the engine
cranks over the governor will begin to unfeather the blades and windmilling.
which speeds up the process of unfeathering, wjl1 take place.
7-9 7-9
When the engines arc shut down, the propeller control levers should be
left in the increased RPM position. The nitrogen pressure will move the
blades to the decreased RPM position by forcing most of the oil from the
hub. This prevents damage to the propel1er during cold weather starts. The
high pitch stops will prevent the nitrogen pressure from moving the blades to
the feathered position.
Full propeller feathering and unfeathering should not be practiced on

the ground due to excessive vibration of the power plant installation. In
flight feathering should be practiced only to familiarize the pilot with the
proper procedures. In the event feathering becomes necessary during flight,
the Feathering and Unfcathering procedures outlined in Section 3 -
Emergency Procedures should be followed.
7.11 LANDING GEAR
The Navajo C/R is equipped with a hydraulically actuated, fully

retractable, tricyc1e landing gear system. The gear incorporate air-oil type
oleo struts. Full travel of the strut from the fu lIy extended to fully
compressed position is 8 inches on the nose gear and 9 inches on the main,
with a required extension of 3.25 inches of strut exposure under a normal
static load condition. When retracted, the nose gear, which retracts aft into
the nose and the main gear, which retract inboard into the wings, are fully
protected by gear doors. Nose gear doors and the outboard doors on the
main geaf are operated by it mechanical linkage with the gear and remain in
the open position when the gear is extended. The inboard main gear doors
are hydraulically operated and close when the main gear is fully extended or
fully retracted.
Thc nose gcar is stccrable by usc of the rudder pedals. The total nose
gear turning arc when stcered with the rudder pedals is normally 40.
However, 11 feature is incorporated which allows the nose gear to
temporarily disengage from the rudder pedal steering linkage, permitting the
gear to be turned an additional 20 in each direction during towing
operations, thus extending the turning arc to a full 80, A spring-loaded cam
device will return the nose gear to within the center 40 arc, where it
automatically re-engages with the steering linkage. Although this dcvice is
intended for use during tOWing, while taxiing through tight turns with
differential engine power and braking, the nose gear can disengage itself,
permitting a shorter turning radius. Should this occur, the rudder pedal
force change and accompanying noise in the nose gear is normal and. should
not be interpreted as a malfunction.
7-10 7-10
'--
:)
.j
1'----
. -; , -
LANDING GEAR SELECTOR

Figure 7-7
NOTE
Avoid unnecessary sharp turns, as excessive

lire wear will result.
The nose gear is also equ ipped with a shimmy dampening device
mounted to the bOltom of the outer housing. As the nose gear retracts, the
sleering linkage separates from the nose gear to reduce the innight rudder
pedal forces.
The landing gear selector(Figure 7-7) is located on the instrument panel to

the right of Ihe pilot's control wheel and is provided with a wheel-shaped knob
to differentiate it fro m the flap control, which has an airfoil shape. To guard
agai nst inadvertent gear rClraction on the ground. a solenoid latch is
incorporated in the landing gear seleClOr control. An anti-retraction (squat)
switch on the left main gear must actuate this solenoid latch before the
landing gear selector can be moved to the UP position. When the selector is
moved to either the UP or DOWN position. the handle will remain locked in
this position until thc gear has fully extcnded or retracted. At this time the
selector handle will return to the neutral position. To raise or lower the gear
in night the !umdle must first be pulled aft.
7-11 7-11
On the instrument panel to the right of the gear selector. are one red and
three green indicator lights with Press to Test features. An illuminated red
light indicates when the gear is in transit between the up-locked and down-
locked positions. A red light indication will also occur during flight if the
inboard gear doors remain open when the gear is retracted or extended. The
. green lights illuminate to indicate when each gear is down and locked. The
indicator lights can be dimmed by turlling each light. There is no light
indication when the gear is up and locked. For added protection, a gear
unsafe horn wilt sound if the power in one or both of the engines is reduced
below 12 inches of manifold pressure while the landing gear is not in the
"Down-Locked" position. If the gear selector has been forced into the up or
up neutral position while on the ground, the gear unsafe horn will sound
when the master switch is on.
NOTE
In the event of an electrical failure, or with the

master switch OFF, there will not be an
indication of the down and locked position of
the gear.
The main wheels are 6.50 x 10 Cleveland Aircraft Products units with
disc type brakes and are fitted with 6.50 x 10 eight-ply rated tires. The nose
wheel is a Cleveland 6.00 x 6 model with a 6.00 x 6 six-ply rated tire. Proper
tire pressure is printed on the wheels.
7.13 BRAKE SYSTEM
The brakes are hydraulically operated by individual master cylinders

mounted on the left set of rudder pedals. They are actuated by applying toe
pressure against the top of the rudder pedals. There arc provisions for an
optional dual brake installation with brake cylinders attached to the
copilot's rudder pedals.
A hydraulic brake fluid reservoir, which is separate from the main

hydraulic system, supplies fluid to each master cylinder. The reservoir is
accessible through an access door atop the fuselage nose section.
WARNING
No braking wi11 occur if handle is pulled prior

Hydraulic fluid is routed from the master cylinders through lines and
hoses to a parking brake valve, located on the left aft side of the forward
cabin bulkhead, then through the cabin and wings to the brake assembly on
each main landing gear. To set the parking brake, first depress and hold the
toe brake pedals, and then puJ1 out the parking brake handle located on the
lower left face of the instrument panel below the pilot's control wheel. To
release the parking brake, first depress and hold the toe brake pedals, and
then push in on the parking brake handle.
The brakes are Cleveland Aircraft Products, single disc, single housing,
multi-piston assemblies. They are self adjusting and utilize bonded linings
for maximum strength and durability.
7.15 HYDRAULIC SYSTEM

A hydraulic system, consisting of two hydraulic pumps, a power pack,
an emergency hand pump, actuating cylinders and filters, supplies pressure
for the smooth extension and retraction of the landing gear. (Refer Figure 7
The hydraulic pumps, which develop pressure for the system, are engine
driven and mounted on the rear of each engine. The hydraulic power pack,
located in the fuselage nose section just aft of the nose baggage
compartment, is the central control unit for the hydraulic system. It contains
the valves, manifold, fluid reservoir and necessary controls which work in
conjunction with various electrical switches and solenoid valves to perform
the desired sequences of operation as selected by the cockpit control lever.
Access to the power pack may be gained through the nose baggage
compartment door or an access panel just aft of the baggage door.
Fluid is drawn from the power pack reservoir by the engine driven
pumps and pumped through the system filters and check valves back to the
pressure port of the power pack. Fluid within the power pack is then directed
to the appropriate actuator, depending upon the sequence and selector
position.
As a safety precaution, the reservoir contains a standpipe, which in th.e
event of severe leakage of fluid, retains a sufficient quantity of fluid for gear
extension by means of the emergency hand pump. The engine driven pumps
are supplied with fluid through the standpipe; so if a seVere system leak
would develop, the continued operation of the engine driven pumps would
drop the fluid level below the top of the standpipe and the system would be
denied operational fluid from the reservoir. If this occurs, operation would
be limited to pressure obtained through the lise of the emergency hand pump
and fluid retained in the standpipe.
1. LEFT MAIN GEAR ACTUATING CYLINDER 7. RIGHT GEAR DOOR ACTUATING CYLINDER
2. LEFT HYDRAULIC PUMP FILTER 8. CHECK VALVES
3. LEFT HYDRAULIC PUMP 9. RIGHT MAIN GEAR ACTUATING CYLINDER
4. LEFT GEAR O<X)A ACTUATING CYLINDER 10. RIGHT HYDRAULIC PUMP FILTER
5. EMERGENCY HAND PUMP 11. RIGHT HYDRAULIC PUMP
6. POWER PACK ASSEMBLY
HYDRAULIC SYSTEM SCHEMATIC

Figure 7 9
7-14 7-14
1. PlACE GEAR SELECTOR fW.jOLE IN THE DOWN
""'"""
2.I'IJLL EMEAGENCY PUMP HANDlE OUT AS FAR
'" """""-
3. PUMP HANDLE UP AND DOWN UNTILALL 3
GREEN LIGHTS COME ON. CONllNUE PUMPING
UNTIl PRESSUfiE BUILDS UP,\NO SELECTOR
HANDLE RETURNS TO NEUTRAL
EMERGENCY LANDING GEAR HAND PUMP

Figure 7 11
A door solenoid va lve, moun!ed in the power pack, is electrical ly

operated and spring loaded to the door open position. Should an electrical
failu re occur, the solenoid valve will move to the door open position to allow
the gear to be lowered normally or with the hand pump.
A system pressure port/check vnlve and a suction, fi ll and drain valve

are located on the right side of the fuse lage nose section, accessible through
an nccess pnnel. (Refer to Section 8 - Airplane Handling, Servicing and
Maintenance.)
To operate the gear, pull out thc wheel shnpcd gear selector mounted on
the ins\mment panel to the right of the pilot's control wheel and move it from
the neutral position to the UP hlOding 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 hydraulic pressure in the selector valve. The
hydraulic nuid then ci rculates freely between the pump and control unit.
Gear retraction or ex tension will occu r normally in approximately 6
seconds.
7-15 7-15
NOTE
In the event of electrical failure or when the

master switch is OFF, the selector handle will
not return to neutral and the gear doors will not
close.
When the selector handle returns to neutral, it relieves all pressure in the
system. The gear is held in position by mechanical locks. Return of the
control handle to the neutral position is an indication that the components
have reached full extension or retraction; however, the landing gear position
lights should be used as primary indications.
CAUTION
When retracting the landing gear, be sure that

the gear unsafe light is out before exceeding the
maximum gear operating speed.
The emergency hydraulic hand pump (Figure 7-11) is used to obtain

hydraulic pressure in the event of failure of the engine driven hydraulic
pumps. This hand pump is located between the pilot's and copilot's seats. An
access cover marked "Emergency Gear Extension" must be lifted to gain
access to the pump handle. Follow instructions on the underside of the
access plate to lower the gear. The hand pump should not be used to retract
the gear in flight or to perform gear retractions while aircraft is on jacks.
NOTE
To perform an emergency gear extension.

Approximately 50 full strokes will be required.
7.17 FLIGHT CONTROL SYSTEM
The primary night controls are operated by dual control wheels and
rudder pedals assuring complete operational control by the pilot or copilot.
The control wheel operates the ailerons and elevators; the rudder pedals
operate the rudder, the nose wheel steering and the toe brakes. The toe
brakes, which are an integral part of the pedals, operate the wheel brakes.
The ailerons and rudder are interconnected through a cable-spring system to
provide coordination in normal turns.
7-16 7-16
PROPELLER CONTROLS (BLUE)
THROTTLES (BLACK)
MIXTURE CONTROLS (RED)
TRIM
u~.:;;;;;;;;~:."I:.....-~ COWL FLAP INDICATORS
CONTROL PEDESTAL
Figurc7-J3
7-17 7-17
Secondary control is provided by aileron, elevator and rudder trim

tabs. Trim is operated by knobs or wheels on the control pedestal (Figure 7-
13) which turn cable-wrapped drums located inside the pedestul. With
rotation of the drums, screws are moved forward or aft to position the trim
tabs. The aileron trim wheel, for right wing down or left wing down (roll)
correction. is located below the power controls. The rudder trim wheel, for
nose left or nose right correction, is located below the aileron trim wheel.
The elevator trim wheel, for nose up or nose down correction, is located on
the left side of the pedestal. To show the position of the trim tab. an indicator
is mounted next to each trim control on the control pedestal.
Wing flap position is controlled by a selector switch mounted on the

instrument panel immediately to the right of the control pedestal. The flap
position indicator is located to the right and below the selector switch. The
I position indicator 40 arc is segmented at the 15 flap range and in
increments of 5 between the 15 and 40 arcs. An OFF position is also
provided to indicate zero (0) voltage to the system. The selector switch
provides for variable wing flap positioning in as little as 2 increments from
0 to 40. Detent positions arc provided at the most commonly used
positions of 0, 15, and 40 . A wing flap position change is made by moving
the selector handle to any desired position (marked on the switch selector
guard). The flaps will automatically move to the selected position and
indicator will display the actual flap position. The flaps may be extended to
25 at airspeeds below 158 KIAS. 40 0 flap extension is limited to airspeeds
below 127 KIAS. The entire system is electronically monitored for system
component failures and will prevent an asymmetric flap position greater
than 5 differential.
The basic electronic control system consists of an amplifier. three

rheostats, two power solenoids and one motor. The motor is of a D.C.
permanent magnet type and extends or retracts the flaps through a pair of
flexible shafts attached to jackscrew, transmission assemblies located on
each wing flap.
The amplifier is the heart of the control system. It provides a regulated

voltage supply for the three external rheostats, circuit logic to analyze the
system condition and position; provides commands to the power solenoids
to actuate the motor for extensions and retractions and contains its own
monitoring system to ascertain the condition of critical circuit components.
The three rheostats feed back to the amplifier the signals necessary to
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
independently. The selector rheostat signals the amplifier, activating the
motor, which positions the flaps. The left flap rheostat controls flap position
in relation to the selector rheostat position and provides information to the
amplifier to drive the position indicator. The right flap rheostat must agree
with the left flap rheostat within SO at all times or the system will shut down
and cannot be reactivated until the imbalance andl or the cause has been
corrected.
The system also incorporates a FLAP annunciator light that will illuminate I
when an imbalance exists between the right and left wing flap rheostats or a
critical component of the amplifier has failed.
Before takeoff, the operation of the FLAP annunciator may be checked

while the flaps are in transit, by pushing the test switch located adjacent to the
I
flap position in<Iicator.
7.19 FUEL SYSTEM
The fuel system consists of fuel cells, engine driven fuel pumps, fuel
boost pumps, emergency fuel pumps, fuel injectors, control valves, fuel
filters, fuel pressure and flow gauges, fuel drains and non-icing NACA fuel
tank. vents and a fuel selector panel. (Figure 7-IS). Lockable filler caps are
available as optional equipment.
Fuel is stored in four flexible fuel cells, two in each wing. The outboard
fuel cells have a capacity of 40 U.S. gallons each, and the inboard cells have a
capacity of S6 U.S. gallons each, providing a total fuel capacity of 192
gallons, ) 83.4 of which are usable. Each individual fuel cell incorporates its
own fuel senders, screened outlet, sump drain valve, vent line check valves
and filler assemblies available with optional lightning shielded caps.
The four fuel sump drains for the fuel tanks are located along the
bottom of the wings: one just outboard of each wheel well and one on the
inboard of each wing near the wing root fillet plate assemblies. On the fuel
filter assemblies, attached to the inboard wing ribs, are fuel filter drains,
accessible through a door on the bottom of the wing root fillet plate. A
cross feed drain is located on the left wing root fillet plate inboard of the tank
drain. All of the fuel drains incorporate quick drain valves to provide speedy
fuel contamination checks. (Refer to Section 8 Airplane Handling,
The right and left wing fuel systems nre indcpendcnt of each other and
are connected only when the crossfeed system is activated. Under nomlal
operation, fuel is routed from the fuel cells, through the selector valve and
fuel filter to the fuel boost pump. Fuel from the fuel boost pump travels
through the emergency fuel pump, the fire wall shutoff valve and the engine
driven fuel pump to the fuel injector and then to the cylinders.
Emergency fuel pumps are installed to provide fuel pressure in the event
an engine driven pump fails. The emergency fuel pumps are also used under
normal conditions for takeoff, landing and, when necessary, priming the
engines. Left and right emergency fuel pump switches are located on the
overhead panel to the right of the fuel gauges.
The fuel boost pumps are operated continuously and are provided to
maintain fuel under pressure to the other fuel pumps, improving the altitude
performance of the fuel system. Each fuel boost pump is controlled by a
separate cireuit breaker located in the circuit breaker control panel. The fuel
boost pumps are activated when the master switch is turned on and continue
to operate until the master switch is turned off or the fuel boost pump circuit
breakers arc pulled (oft). Red fuel boost pump warning lights, mounted in
the annunciator panel, provide a visual indication of an inoperative fuel
boost pump. The lights incorporate a press-to-test button which, when
depressed, should illuminate both lights. If a fuel boost pump inoperative
indication (light on) occurs in flight, it should not be necessary to turn the
emergency fuel pump on unless the fuel pressure falls below 30 psi.
Two electric fuel quantity gauges are mounted in the overhead switch
panel. The right fuel quantity gauge indicates the quantity of fuel in the
selected right fuel system tank (right inboard or right outboard), and the left
fuel quantity gauge indicates the quantity of fuel in the selected left fuel
system tank (left inboard or left outboard). The fuel gauges are connected
electrically to micro switches mounted in the fuel selector console. The fuel
senders are also connected electrically to the micro switches. When a fuel
tank is selected, its corresponding micro switch is actuated, completing the
circuit between the fuel senders and the fuel quantity gauge, providing a
visual reading of the fuel quantity in the selected tank. The gauges are
illuminated, and the lights are controlled by a rheostat switch on the left side
of the overhead switch panel.

FUEL SYSTEM SCHEMATIC
Figure 7-15
DESCRIPTION & OPERATION

REPORT: LK-1207
1. COMBUSTION HEATER 9. EMERGENCY CROSSFEED VALVE 17. FUEL TANK SELECTOR VALVE
2. FUEL FLOW GAUGE 10. FUEL PRESSURE GAUGE 18. CROSSFEED QUICK DRAIN VALVE
3. FUEL INJECTOR 11. FUEL QUANTITY GAUGE 19. FUEL TANK QUICK DRAIN
SECTION 7
4. ENGINE DRIVEN FUEL PUMP 12. FUEL TANK VENT CHECK VALVE 20. FUEL TANK STRAINER
5. FUEL SHUTOFF VALVE 13. OUTBOARD FUEL TANK 21. FUEL SENDER SELECTOR SWITCHES
6. EMERGENCY FUEL PUMP 14. INBOARD FUEL TANK 22. SURGE TANK
7. FUEL BOOST PUMP 15. FUEL FILTER QUICK DRAIN 23. FLAPPER VALVE
7-21
8. PRESSURE SWITCH 16. FUEL FILTER 24. LOW FUEL WARNING PROBE

Figure 7-15

REPORT: LK-1207
1. COMBUSTION HEATER 9. EMERGENCY CROSSFEED VALVE 17. FUEL TANK SELECTOR VALVE
2. FUEL FLOW GAUGE 10. FUEL PRESSURE GAUGE 18. CROSSFEED QUICK DRAIN VALVE
3. FUEL INJECTOR 11. FUEL QUANTITY GAUGE 19. FUEL TANK QUICK DRAIN
SECTION 7
4. ENGINE DRIVEN FUEL PUMP 12. FUEL TANK VENT CHECK VALVE 20. FUEL TANK STRAINER
5. FUEL SHUTOFF VALVE 13. OUTBOARD FUEL TANK 21. FUEL SENDER SELECTOR SWITCHES
6. EMERGENCY FUEL PUMP 14. INBOARD FUEL TANK 22. SURGE TANK
7. FUEL BOOST PUMP 15. FUEL FILTER QUICK DRAIN 23. FLAPPER VALVE
7-21
8. PRESSURE SWITCH 16. FUEL FILTER 24. LOW FUEL WARNING PROBE
Fuel flow and fuel pressure for the left and right engine fuel systems Fuel flow and fuel pressure for the left and right engine fuel systems
are monitored by a dual fuel flow gauge and a dual fuel pressure gauge. are monitored by a dual fuel flow gauge and a dual fuel pressure gauge.
The fuel flow gauge, mounted either in the top area or the right edge area of The fuel flow gauge, mounted either in the top area or the right edge area of
the under portion of the instrument panel, measures both the right and left the under portion of the instrument panel, measures both the right and left
engine fuel system fuel flow in U.S. gallons per hour. The fuel pressure engine fuel system fuel flow in U.S. gallons per hour. The fuel pressure
gauge, mounted on the instrument panel above and to the right of the gauge, mounted on the instrument panel above and to the right of the
copilots control column, measures the fuel pressure in pounds per square copilots control column, measures the fuel pressure in pounds per square
inch for both the left and right engine fuel systems. inch for both the left and right engine fuel systems.
WARNING WARNING
Right and left fuel flow warning lights illuminate to warn the pilot of an Right and left fuel flow warning lights illuminate to warn the pilot of an
impending fuel flow interruption. The lights are activated by a sensing probe impending fuel flow interruption. The lights are activated by a sensing probe
mounted near each inboard fuel tank outlet. In the event the fuel level near mounted near each inboard fuel tank outlet. In the event the fuel level near
the tank outlet drops to a point where a fuel flow interruption and power loss the tank outlet drops to a point where a fuel flow interruption and power loss
could occur, the sensing probe will illuminate its corresponding warning could occur, the sensing probe will illuminate its corresponding warning
light. The warning light will be on for a minimum of 10 seconds and will light. The warning light will be on for a minimum of 10 seconds and will
remain on if the cause is not corrected. The warning lights are incorporated remain on if the cause is not corrected. The warning lights are incorporated
in the annunciator panel. For press-to-test procedures, refer to Paragraph in the annunciator panel. For press-to-test procedures, refer to Paragraph
7.25. 7.25.
The fuel management controls (Figure 7-17) are located in the fuel The fuel management controls (Figure 7-17) are located in the fuel
system control panel mounted between the front seats on the forward edge system control panel mounted between the front seats on the forward edge
of the wing spar carry-through cover. Located on the fuel control panel are of the wing spar carry-through cover. Located on the fuel control panel are
the fuel tank selectors, fire wall fuel shutoffs and the crossfeed controls. A the fuel tank selectors, fire wall fuel shutoffs and the crossfeed controls. A
fuel control panel light and switch are mounted at the top of the panel. fuel control panel light and switch are mounted at the top of the panel.
During normal operation of the fuel system, each engine is supplied During normal operation of the fuel system, each engine is supplied
with fuel from its respective fuel supply. Selection of the controls on the with fuel from its respective fuel supply. Selection of the controls on the
right side of the control panel provides fuel from the right inboard or right side of the control panel provides fuel from the right inboard or
outboard fuel cells to the right engine and left fuel control selection outboard fuel cells to the right engine and left fuel control selection
provides fuel from the left inboard or outboard fuel cells to the left engine. provides fuel from the left inboard or outboard fuel cells to the left engine.
For emergencies, fuel from one system can supply the opposite engine For emergencies, fuel from one system can supply the opposite engine
through the use of the crossfeed system. The crossfeed valve is located at through the use of the crossfeed system. The crossfeed valve is located at
the inboard rib assembly of the left wing butt area and is intended for the inboard rib assembly of the left wing butt area and is intended for
emergency use only. The crossfeed is controlled by a knob in the center of emergency use only. The crossfeed is controlled by a knob in the center of
the fuel control panel, and under all normal conditions should be in the off the fuel control panel, and under all normal conditions should be in the off
(aft) position. (aft) position.
FUEL SYSTEM CONTROL PANEL

Figure 7-17
7-23 7-23
NOTE
The crossfeed system is not intended for normal

operation. When the crossfeed valve is on, be
certain the fuel selector valve on the tank not in
use is off, and the procedures outlined in
Section 3 - Emergency Procedures are
followed.
Emergency fire wall fuel shutoff valves are installed in both the right
and left engine fuel systems. The valves are actuated by controls on the left
.and right sides of the fuel system control panel. Since the fire wan shutoff
values are intended for emergency use only, they are provided with covers
which must be lifted before the valves can be turned off. The covers are
designed to present them from being closed when the fire wall shutoff valve
controls are in the off position, preventing inadvertent activation and
insuring a normal valve-open position with the cover closed. The valves are
open when the lever is down.
Fuel to supply the combustion heater is provided by the right engine

fuel system. (Refer to paragraph 7.39 in this section.)
7.21 ELECTRICAL SYSTEM
Electrical power is supplied by a 28-volt, direct current, negative ground

electrical system. Standard electrical supply equipment includes alternators,
starters, voltage regulators, overvoltnge relays, an ammeter, a battery, an
external power receptacle, circuit breakers, wnrning lights. switches and
solenoids.
The electrical system is controlled by switches located in the overhead

I panel (Figure 7-23 or 7-24) and the circuit breaker control panel (Figure
7-21). The circuit breaker control panel, located on the side panel to the left
of the pilot, provides circuit protection and control for a complement of
standard and optional electrical equipment and accessories. All switches and
circuit breakers are marked to their individual functions. Switches are
mainly of the toggle or rocker type and circuit breakers are of the push to
reset or circuit breaker switch type. If a circuit breaker pops, automatically
opening the overloaded circuit, it is recommended that the breaker be
allowed to cool before resetting. The circuit breakers can be manually
tripped by pulling out on the reset button.
CAUTION
The alternator output circuit breaker switches

(black), located on the lower left portion of the
circuit breaker panel, should not be opened
manually when the alternators are functioning
normally.
The starters are energized by a rocker type switch labeled ENGINE

STARTER located on the overhead switch panel between the left and right
magneto switches. To activate, push on the side of the switch which
corresponds to the engine to be started and hold until the selected engine has
started. When released, the switch should return to the off position. A
warning light (optional), mounted on the overhead switch panel below the
starter switch, illuminates when either starter is energized.
NOTE
Starters should not be energized for more than

30 seconds of continuous cranking. Allow to
cool between starting attempts.
The primary electrical sources are two 28-volt 70-ampere alternators.

The alternators arc controlled independently by two voltage regulators
which are interconnected electrically to provide parallel outputs at normal
engine operating speeds. Alternator circuit protection is supplied by left and
right alternator circuit breaker switches on the bottom left of the circuit
breaker control panel and alternator inoperative lights on the top left of the
instrument panel. When an alternator fails to provide voltage, its respective
alternator inoperative light will illuminate. The lights can be checked by
using the annunciator press-to-test procedure. If a light fails to illuminate,
the bulb should be replaced. Whenever the engines arc operating at a high
differential RPM, the alternator inoperative light for the slower engine may
illuminate.
NOTE
In the event of an alternator inoperative

indication, refer to Section 3 - Emergency
Procedures.
7-25 7-25
"" ... ,:=9'

.... ". r-::::;~;:3 ,t"~-+r<'+_------H ...
~:""""
.~ ,
...
."......
... ",O'on.
r,'"....J.;
.........,- I 'I ~,
.".-
~~~~~~t~=t~j~:::~~~j~~t~-'.-..... . .,..-
" V.
...
-,-
~;,
"" """
"'"
-,
_
"..". ,....
.....' ".
CONDUCTORS CROSSING AND
# ..AJ NCTIONS OF CONDUCTORS .

fflE DOT AT THE INTERSECTION
INDICATES A JOINING OF
CO NDUCTORS.
ALTERNATOR AND STARTER SCHEMATIC

Figurc 7 19
TYPICAL CIRCUIT BREAKER CONTROL PANEL

Figure 7-21
1. LIGHT SWITCH PANEL

2 . RHEOSTAT SWITCHES
3. ELECTRICAL SWITC HES
4. DOME LIGHT SWITCH
$. DOME LIGHT
S. VARIOUS DEIC ING SYSTEM SW ITCHES
7. LEI"TMAPLIGHTSWITCH
8. POST LIGHTS
II. LEI"T ENGINE MAGNE TO SWITCHES
10. STARTER SWITCH
II. RIG HT ENGI NE MAGNETO SWITCHES
12. LE FT FUEL GAUGE
13. LEFT ALTERNATOR PRESS-TeHEST SWITCH
14. AMMETER
IG. RIGHT ALTERNATOR PRES5--T().TEST SWITCH
16. RIGHT FUEL GAUGE
17. FUEL PUMP SWITCHES
18. ENGINE HOURMETl:R
19. RIGHT MAP LIGHT SWITCH
20. DIAL LIGHT
OVERHEAD SWITCH PANEL

(AIRCRAFT WITH SIN 31-8012001 THRU 31-8212034)
Figure 7-23
14
17 _~
12 16
1. LIGHT SWITCH PANEL

2. RHEOSTAT SWITCHES
3. ELECTRICAL SWITCHES
4. DOME LIGHT SWITCH
5. DOME LIGHT
6. VARIOUS DEICING SYSTEM SWITCHES
7. LEFT MAP LIGHT SWITCH
8. POST LIGHTS
9. LEFT ENGINE MAGNETO SWITCHES
10. STARTER SWITCH
11. RIGHT ENGINE MAGNETO SWITCHES
12. LEFT FUEL GAUGE
13. LEFT ALTERNATOR PRESS-TO TEST SWITCH
14. AMMETER
15. RIGHT ALTERNATOR PRESS TO TEST SWITCH
16. RIGHT FUEL GAUGE
17. FUEL PUMP SWITCHES
18. ENGINE HOUR METER
19. RIGHT MAP LIGHT SWITCH
OVERHEAD SWITCH PANEL

(AIRCRAFT WITH SIN 31-8212035 AND UP)
Figure 7-24
The ammeter, located in the cen ter of the overheml switch panel,
monitors the baltery charging current. When the needle pointer indicates
left of center, the buttery is discharging, and when the needle pointer
indicates right of center, the battery is charging.
Two test sw itches. located on the overhead switch panel above the
ammeter. arc provided to check the output of each alternator. The right
switch, whcn depressed, will cause the ammeter to indicate the output of the
right alternator, and the left switch. when depressed. will cause the ammeter
to indicate the left alternator output. The switches arc momentary on type
and must be depressed when read ing the ammeter. (Refer to Section 4 -
Normal Procedures for preflight alternator check procedure.)
The MASTER SWITCH is located on the bottom left of the circuit

breaker control panel. It is a split rockeltype switch 10 avail the pilot with a
separate control over the field of each alternator.
Secondary electrical power is supplied by a 24-volt 17 ampere hour

battery. The battery is enclosed in a stainless steel box accessible through the
nose baggage compartment. A 24-voIt 25 ampere hour battery is offered as
optional equipment.
NOTE
The airplane battery must be removed before

recharging.
An external power source receptacle is installed in the lower left side of

the fuse lage nose section. 11 is designed to utilize a 24-volt DC external power
source when the aircmft battery is low or during cold weather to prevent
heavy battery discharge due to extended starting procedures. It can also be
used to save the buttery when grou nd check.ing the airplane systems. (Refer
to Section 4 - Normal Procedures for exte rnal powcr sianing procedures.)
PositiOn/strobe light assemblies are installed in each wing lip. The right
wing tip incorporates a green position light and a wh ite strobe light and the
left wing tip, a red position light and a white strobe light. A white position
and a white strobe light arc also installed on the tail cone of the airplane. The
position lights and the strobe li ghts are controlled by a swi tch on the
overhead switch pnne!.
WARNING
Anti-collision lights should not be operating

when tlying through cloud. fog or haze, since
the reflected light can produce spatial
disorientation. Strobe lights should not be used
in close proximity to the ground such as during
taxiing, takeoff or landing.
A landing and a taxi light, also controlled by switches on the overhead

switch panel, are mounted on the nose gear strut housing. Both lights retract
with the nose gear and will automatically turn out if the switches are left on.
Nevertheless, the pilot should turn the lights off before or soon after
retracting the gear.
Cabin and cockpit lighting consists of forward and center dome lights,
map lights, reading lights - mounted above each passenger seat, a cabin exit
light, instrument panel lighting and various indicator lights. For added
courtesy and convenience, the center dome light and the cabin exit light may
be i1Iuminated by a switch just inside the cabin door. or by a switch located in
the overhead switch panel. In addition, an optional timer is available to
operate the lights for 30 seconds upon opening the main cabin door.
The master switch does not have to be on to use the baggage

compartment, exit and cockpit dome lights. Make sure they are off when
leaving the aircraft. Leaving the lights on for an extended period of time
could cause depletion of the battery.
As a safety feature, the baggage door and the cabin entrance door are
equipped with a door ajar warning system. Switches at the doors activate
respective lights warning the pilot that the baggage door or the cabin
entrance door has not been secured.
Other standard and optional electrical accessories include pitot heat,

wing ice detection light. heated pilot's windshield. a gear warning horn. a
stall warning horn, a rheostat switch to control instrument panel lighting
and other assorted systems, controls and lights.
7-30a 7-30a
7-30b 7-30b
7.23 INSTRUMENT PANEL
An instrument panel designed to accommodate a full complement of

instrumentation is a standard for the PA-31-325 Navajo C/R. The
instrument panel (Figure 7-25) is divided into three segments: the left
segment - pilot, the center segment, and the right segment - copilot.
Complete flight instruments are installed on the left segment of the

panel for direct pilot reference. The flight group is shock mounted in a
removable sub-panel. Duplicate flight instrumentation is available on the
copilots side as optional equipment. The directional gyro and the attitude
gyro in the tlight group are operated by a pressure system incorporating
pneumatic pumps. An electrically operated turn and bank indicator is also a
standard in the flight group. Pitot and static pressure for operation of the
airspeed indicator is provided by a pitot/static system utilizing a pitot head
and dual static pads for pressure pickups. Static pressure is also provided to
the rate of climb indicator and the altimeter. An alternate static source
control is mounted beneath the extreme left side of the instrument panel.
Airspeed and altimeter indicator calibrations may be made with the use of
charts provided in Section 5 - Performance.
An eight day clock, installed in the upper left corner of the panel, is
equipped with dummy hands for time settings and calculations. An optional
clock is available on the right panel segment.
Alternator inoperative lights provide a visual indication of inadequate

output from the respective alternator. The lights are mounted at the top left
corner of the instrument panel.
The right side of the instrument panel has provisions for installing a
variety of optional extras.
Engine monitoring gauges are either mounted horizontally across the

top of the center instrument panel or stacked vertically at the right edge of
the center instrument panel. There arc four engine gauges in the group: a
manifold pressure gauge, a tachometer, an exhaust gas temperature gauge
and a fuel flow gauge.
The center segment offers space for an arrangement of navigation and

communications equipment including weather radar.
- - - - 1 - - - - .~
'1+---;;;
14-----+---:;:
,~-+---r:
TYPICAL INSTRUMENT PANEL
Figure 7-25

REPORT: LK-1207
SECTION 7
7-33

1.AIRSPEED PLACARD 32.CIGAR UGHTER
2. CLOCK 33.NAV2
3.DME 34.PARKING BRAKE
4. AIRSPEED INDICATOR 3S.GEAR SELECTOR
5. TURN AND BANK INDICATOR 36.GEAR INDICATOR LIGHTS
6. ATTITUDE GYRO 37. RADAR ALTIMETER
7. DIRECTIONAL GYRO 36.AVIONICS MASTER SWITCH
0-3 8. ALTIMETER 39.PA VOLUME CONTROUON-OFF KNOB (1980 MODELS ONLy)
~ 9. RATE OF CLIMSINDICATOR 40. AVIONICS

41. RADAR
n 10. DUAL MANIFOLD PRESSURE GAUGE
11. ANNUNCIATOR PANEL 42. MANUAL ALTERNATE AIR CONTROLS
o;'z-
)0- 12. DUAL TACHOMETER 43. HEATER CONTROL SWITCH
"!l~ 13. COMPASS 44.HEATER STARTIRESET SWITCH
14. DUAL EGT GAUGE 45. WING FlAP SELECTOR SWITCH
CtI:l 15. DUAL FUEL FLOW GAUGE 46. CABIN TEMP. CONTROL
a-l::cJ
0-3 16. TURN AND BANK INDICATOR - COPILOT 47.WING FlAP POSITION INDICATOR
4B.OIL PRESS. CYL HEAD TEMP., AND
17. CATEGORY PLACARD
NC 18. AIRSPEED INDICATOR-COPILOT OIL TEMP - LEFT ENGINE
VIs: 19. DIRECTIONAL GYRO - COPILOT 49.NAV 2 - COPILOT
ntrl
20. ATTITUDE GYRO - COPILOT 50. FlAP TEST SWITCH

Oz 21. RATEOFCUMSINOICATOR-COPILOT 51.DEFROSTER CONTROL
F-0-3 22. ALTIMETER-COPILOT 52.0IL PRESS. - CYL HEAD TEMP.. AND
'-"-., 23. CLOCK OIL TEMP. - RIGHT ENGINE
~ 24. GYRO PRESSURE GAUGE 53.CABlN EXHAUST CONTROL KNOB
Z 25. DUAL FUEL PRESSURE GAUGE 54.CABIN AIR CONTROL LEVER
t:::l 26. EMERGENCY LOCATOR TRANSMITTER 55.0XYGEN SUPPLY PRESSURE GAUGE
t"'" 27. ALTERNATE STATIC SOURCE VALVE 56.0XYGEN CONTROL KNOB
REPORT: LK-1207
26. MIKE AND EARPHONE JACKS - PILOT 57.COCKPIT AIR CONTROL LEVER
29. AUTOPILOT CONTROLS 58. MIKE AND EARPHONE JACKS COPILOT
30. ADF 59. VOLTMETEI'I
31. WINDSHEILD WIPER CONTROU
SECTION 7
EMERGENCY BATTERY PACK

7-33
The upper portion or th e right instrument punel segme nt

accommodates the optional copilot's flight instruments, a gyro pressure
gauge (standard) and the remainder of the eng ine monitoring gauges
(standard). The gyro pressure gauge is on the far right of the right segment.
This pressure should remain constan t in flight. The add itional engine
monitoring gauges arc mounted in a row above the copilot's control wheel.
They consist of two combination oil pressure-cylinder head temperature-oil
temperature gauges and a fuel pressure gauge.
Pilot and copilot microphone and headphone jacks arc mounted at the
bottom of the left and right panel segments ncar the sidewalls. Autopilot
controls and indicators are mounted below the control quadrant on the
pedestal and on the left instrument panel segment.
Instrum ent lighting is provided by individual post lamps mounted

adjacent to each instrument. These lights arc controlled by a rheostat switch
on the overhead panel. The lights illuminate by the first movement of the
knob and intensity increases with further rotation.
Pilot and copilot map lights arc installed in the overhead switch panel
and on the instrument panel to provide reference lighting du ring night
operation. Two white map lights are mounted in the horiwntal surface on
the bottom side of the overhead switch panel. SepnrMe on -off control
swi tches arc mounted above each light. A red (pilot) and a white (copi lot)
map light arc mounted below the instrument panel eyebrow in the center of
the right and left segments. A control switch is mounled on top of the panel
eyebrow above each light.
An engine hour meter installed on the overheud switch panel records

and presents the total hours of engine ope ration. A mugnetic compass is
mounted above the instrument panel on the windshie ld center post panel.
Various other standard and optional operational controls, switches and

indicators for windshield wiper, parking brake, landing gear, manual
alternate air, wing flaps, heating, ventilating, defrost and synchrophnser arc
mounted on the instrument panel.
7-34 7-34
Deviations in the location of certain instruments and gauges may result

from the installation of optional avionics and radio packages.
7.25 ANNUNCIATOR PANEL
The warning lights arc grouped together in an annunciator panel which

extends across the upper center of the instrument panel. Monitored
functions include the pneumatic system, fuel boost pumps low fuel flow, flap
condition, alternator operation, combustion heater temperature, and cabin
and baggage door security. There are also provisions in the annunciator
panel for the addition of warning lights for various optional systems.
To the left of the annunciator display is a press-to-test switch. With the

master switch ON, depressing the test switch will illuminate all of the
annunciator lights except the FLAP light. A separate flap annunciator test
switch is located adjacent to the flap position gauge. (See paragraph 7.17,
Flight Control System.) Failure of a light to i1Iuminale is an indication of a
burnt out bulb or other annunciator system abnormality. The switch should be
held for at least 3 seconds, as the low fuel flow warning light will take a few
seconds longer than the others to illuminate and will remain lit for as long as
10 seconds after the others have extinguished. To the right of the annunciator
display is a dimmer switch which raises or lowers the intensity of the lights in
the display. During the press-Io-test procedure, the lights will test either bright
or dim, depending upon the position of the dimmer switch. During daylight
operations, the annunciator lights should be in the bright mode.
7.27 RADIO OPERATION
E lectrical power for avionics equipment is controlled by a master switch

located in the center of the instrument panel below the radios. The audio
control panel allows the pilot to select radio audio individually. This allows
presetting of frequencies or volume and also provides the option of listening
with either the speaker or the headphones.
An Emergency Avionics Bus Power circuit breaker switch is located

below the left circuit breaker panel. The switch is protected from inadvertent
activation by a red switch guard.
In normal operating conditions, the switch is in the OFF position and

the guard is closed. The ON position is for emergency use only and causes
power from the primary bus to go directly to the number I avionics bus. In
this configuration, number I avionics bus power is independent of the
avionics mastcr circuit breaker number I.
NOTE
To avoid chatter in the speaker with the
Emergency Avionics Bus Power ON. pull the
avionics master number I circuit breaker
before turning the Emergency Avionics Bus
PowcrON.
A public address (PA) volume control knob is mounted on the left side
of the pedestal, below and forward of the propeller synchrophnscr switch.
The control is a rheostat providing variable volume control through the rear
speaker system. If operation with oxygen masks is required and the airplane
is equipped with Collins rndios and Scott Duo-Seal oxygen masks,
communications between the pilot lind copilot arc possible through the
headphones by selecting the PA mode and turning down the rear speaker
volume. This will allow the pilot and copilot to communicate and still receive
incoming communications. Starting with the 1981 models the PA system
operates at a fixed volume level with passengers able to monitor the crew
conversations mentioned ubove.
A ground clearance energy saver system is available to provide direct

power to #1 Comm without turning on the master switch. An internally lit
pushbutton switch. located on the instrument panel, provides annunciation
for engagement of the system. When the button is engaged direct aircraft
battery power is applied to #1 Comm, the pilot's mike and audio amplifier
(speaker). The system is reset (0 the OFF position by activating the aircraft
master switch.
7.29 PlTOT/STATIC SYSTEM
Dynamic and static air pressure for operation of the airspeed indicutor
is supplied by the pitot slatic system (Figure 7-27). TIle system also supplies
static air pressure to the Dltimeter and the vertical speed indicator.
A heated pitot head is mounted under the nose section, forward of the
nose gear doors. Total pressure is extracted by the pilot head Dnd routed
directly to the airspeed indicator. Provisions have been made for installation
of an additional pitot head if dual instruments arc desired. The second pitot
head is mounted to the right of the existing head under the nose.
Sialic source pads (pickups) are located on both sides of the fuselage
forward of the horizontal tail. They connect to a single line leading to the
instruments. Dual pickups arc provided to reduce side slip effects on the
airspeed indicator.
An alternate static source valve is mounted below the left segment of the
instrument panel near the pilot's left knee. To actuate, push the lever up and
to the left, locking the valve in the open position. When the alternate static
source is selected, the pilot's airspeed indicator, altimeter and rate of climb
indicator utilize cabin air for static pressure. Under these conditions the
altimeter and airspeed indicator readings will be higher than normal, (refer
to Section 5 - Performance for correction chart).
Pitot heat is provided to prevent ice accumulations from blocking the

pitot head pressure inlet and restricting pressure to the airspeed indicator.
Switches for the pitot heat are located in the overhead switch panel. Pitot
covers arc provided with each pitot head and should be installed when the
airplane is parked to prevent bugs and rain from entering the pitot head. A
partially or completely blocked pitot system will cause erratic or zero
readings on the airspeed indicator.
NOTE
Before each flight, insure that pitot covers have

been removed.
7.31 PNEUMATIC SYSTEM*
The pneumatic system ( Figure 7-29) supplies air pressure to operate the
air driven gyros. Pressure is also supplied to the surface deicing boots when
the wing and empennage deicing system (optional) is installed.
Basically, the pneumatic system is divided into two independently

operated pressure supply systems: the left engine supply and the right engine
supply. Both systems utilize a common manifold check valve and pressure
gauge. Each side of the pneumatic system incorporates its own inlet, inlet
filter, engine driven pneumatic pump, regulator and inline filter. Recessed
inlets, just aft of the firewall on the bottom-outboard side of the engine
nacelle, extract constant supplies of outside air, which are passed through
inlet filters and directed to the left and right engine driven pneumatic pumps.
Air pressure from each pump is then routed to its respective pressure
regulator. Eaeh pressure regulator has its own adjustment to provide a
means of setting the pump outlet pressure. Any airflow supplied by the
pumps in excess of the adjusted setting is expelled from the system at the
regulators. Regulated air pressure is then passed through a .3 micron inline
filter for further protection against contaminated air reaching the
instruments. Once filtered, pressure from the left engine supply and pressure
*Optional equipment
PITOTISTATIC SYSTEM
Figure 7-27
7-38 7-38
from the right engine supply arc united in a manifold check valve, common
to both sides of the system. The manifold check valve supplies a single outlet
line to the gyros. In the event one of the engine driven pneumatic pumps fail,
the other side of the system can maintain air pressure to the gyros and/or
deicers. Air pressure supplied by the system is utilized to operate the altitude
gyro and the directional gyro and exhausted through a bulkhead forward of
the instrument panel.
Each pressure pump is capable of operating Ihe air driven gyros and the
pneumatic deicers up to single engine service ceiling and with both pumps
operating normally. up to the maximum approved altitude of the airplane.
A gyro pressure gauge, mounted in the right segment of the instrument

panel, indicates system pressure in inches of mercury. A graduated green arc
on the face of the g<luge indicates pressure rendings within normal operating
limits. Two annunciator lights, mounted in the annunciator panel, provide a
visual warning to the pilot that either the right or left pneumatic source is
inoperative. The lights are placarded, L. PNEU. INOP. and R. PNEU .
INOP.
7.33 WING AND EMPENNAGE DEICING*
Pneumatic wing and empennage boots are installed on the leading edges
of the wings, the vertical stabilizer (fin) and the horizontal stabilizer. A
constanl suction is applied to all of the surface deicer boots by an ejector to
provide smooth streamlined leading edges during normal operations with
the deicing system off. The ejector assembly utilizes air pressure supplied by
the pneumatic system to obtain a vacuum to hold the boots in the nat.
denated condition.
The deicing system is contro lled by a "momentary on" type control

switch. When this WING DEICE switch is actuated, the boots perform one
complete inflation cycle. The switch must be actuated for each additional
inflation cycle. This allows the pilot to manually select boot inflation in any
desired time interval that icing conditions require. After each inflation cycle,
the limer automatically resets to allow the inflation cycle to begin when the
switch is actuated.
*Optionul equipment
" "
1. WING DICEA BOOT 11. OIRECTIONA,L GYRO COPILOT

2. PNE'-'AATIC POMP 12. ATTITUDE GYRO- COPILOT
3. OUAl REGIJLJ.10R _SOLENOID VALVE 13...... SYSTEM /WINO) SOlENOlO V!4.VE
' . INLEl AIR mTER , "8- SYSTEM (TAIL) SOLENOID VALVE
$, INLINE FILTER 1$. MANIFOLD CHECK VALVE
e. CHECK ""tvE 16. PRESSURE SWITCH
7. ""ESSURE GAUGE H. EJEC1'~
S. DEICER CYCLE TIMER 18. PNEUlMTIC PRESSURE REGULATOR (RELAY VALVE)
t. DIRECTIONAL GYRO- PILOT 19, EW'ENNAGE DEICING 8001
10. ArnTUOE GYRO - PILOT
PNEUMATIClWING AND EMPENNAGE DEICING

Fi}t.ure 7-29
7-40 7-40
Actuation of the momentary switch triggers a system cycle timer, which

in turn shifts the two stage regulators to high pressure (18 psi) opens the 'A'
system solenoid valve to send air to the wing boots, and cuts off air (0 the
copilot's gyros (when installed). After six seconds, the' A' system solenoid is
closed and the 'B' system solenoid is opened to send air to the tail boots for
six seconds. At the completion of the tail cycle, the 'B' system solenoid closes,
the two stage regulators return to low pressure (gyro pres.) and the copilot's
air supply resumes.
When the inflation cycle is complete, the deicer solenoid valves permit
overboard exhaustion of the pressurized boots. Suction is then reapplied to
the deicer boots to hold them close to the airfoil surface.
Two blue indicator lights with press-to-test and dimming features,

iIluminnte when each surface deicer boot system inflates to a predetermined
pressure. Illumination of the indicator light is controlled by a pressure
sensitive switch connected to the deicer pressure lines (one in the' A' system,
and one in the 'B' system).
To insure good ice shedding, the boots should be clean and free of any
oils or dirt and in good condition. No special coating is required: but ice
shedding may be slightly improved by the application of B.F. Goodrich
'Icex'. It is authorized for use and has been tested in natural icing. The
manufacturer's instructions (B.F. Goodrich) must be fo llowed explicitly.
7.35 ICE DETECTION LIGHT'
Wing ice may be detected during night flight with the use of an ice
detection light installed in the outboard side of the left engine nacelle. The
light is controlled by a WING INSPECTION switch mounted in the
overhead switch panel. Circuit protection for the ice detection light system is
provided in the circuit breaker panel by a push-to-reset circuit breaker.
7.37 ELECTRIC PROPELLER DEICERS.
Electrothermal propeller deicer pads are bonded to the leading edges of

the propeller blades. Each deicer pad has two separate heaters, one for the
outboard and one for the inboard half. (Refer to Figure 7-31.)
*Optional equipment
ELECTRIC PROPELLER DEICING SYSTEM
Figure 731
The system is controlled by an on-off type PROP DE-ICE swi tch

located in the overhead swi tch panel and the ci rcuit is protected through a
circuit breaker in the circuit breaker control panel. When the switch is
actuated . power is suppl ied to the system timer. The PROP DE-ICER
ammeter is connected in series between the switch and the timer to monitor
the current through the propeller deicing system. With the propeller deicing
system ON. the ammeter needle should be within the green arc on the face of
the ammeter for a normal reading.
Power from the timer is cycled to brush assembl ies which distribute
power to modified starter ring gears incorporating slip rings. The current is
then suppl ied through the sl ip rings directly to the electrothermal propeller
de icer pads.
Deicing is accomplished by heating thc outboard and then the inboard

half of the de icer pads in a sequence cont rolled by the timer. The heating
sequence of the deicer pads is according to the foll owing cycle:
a. Outboard hal ves of the propeller deicer pads on the right engine.
(30 seconds)
b. Inboard halves of the prope ller deicer pads on the right engine.
(30 seconds)
c. Outboard halves of the propeller deicer pads on the left engine.
(30 seconds)
d. Inboard halves of the propell er deicer pads on the Icft engine.
(30 seconds)
When the system is turned on , heating may begin on anyone of the

above steps. depend ing upon the positioning of the timer switch when the
system was turned off from previous usc. Once begun. cycling will proceed in
the above sequence and will continue until the system is turned off.
A preflight check of the propeller deicers can be performed by turning

the PROP DE-ICE switch on and feeling the deicer pads for proper heating
sequence. The deicer pads should be warm to the touch. A less vigorous test
can be made by turning the switch on and off four times and noting that the
ammeter needle goes to the green arc each time.
The heat provided by the deicer pads reduces the adhesion between the
ice and the propeller so that centrifugal force and the blast of airstream cause
the ice to be thrown off the propeIler blades in very smaIl pieces. Th is ice can
produce minor damage to the fuselage if icc shields. have not been installed .
Optional equ ipment
CAUTIONS
When conducting the above described ground

test, do not operate system longer than two
complete cycles.
If the ammeter reading is less than in the green

arc this indicates that one or more of the pads is
not functioning. If propeller deice is used under
this condition the pilot can expect an uneven
build up of ice with consequent undesirable
vibration. .
CABIN AIR CONTROL PANEL

Figure 7-33
7.39 IIEATING, VENTILATING AND DEFROSTING
Controls to regulate cabin air temperature and provide fresh air

ventilation and heated air for defrosting are mounted in the cabin air control
panel below the right segment of the instrument panel (Figure 7-33). They
include a three position forward heater switch and temperature, defroster,
cabin air and cockpit air control levers. A cabin exhaust control is mounted
directly above the cabin air control panel. Provisions for mounting an aft
heater (optional) switch have also been made adjacent to this location.

REPORT: LK-1207
SECTION 7
7-45

:::
z~
\ ~ ------
p ~
-~
/ 1/
_. :
"l'l-
(IQ'"'3
c_
<3z
-...I~
\
~>
~ ~ ~
/
~
t'lj 1. COMBUSTION AIR INLET
~
2. COMSUSTlON HEATER
3. HEATIFRESH AIR OUTlET
REPORT: LK-1207
4. DEFROSTER OUTLET
5. CABIN AIR COIllTROI.S
6. FRESH AIR OUTLETS
( 7. FRESH AIR OUTLET
~ 8. FRESH AIR INLET SCOOP
SECTION 7
,I """'") " 9.
10.
11.
12.
COMSUSTlON AIR EXHAUST
HEATIFRESH AIR OUTlET
DISTRIBUllON BOX
HEATIFRESH AIR OUTLET
'-- 13. CABIN EXHAUST OUTLET SCOOP
14. GROUND VENTILATION FAN (OPT.)
7-45
15. OVERHEAD VENTILATION FAN (OPt)

The healing system (Figure 7-35) is designed 10 provide maximum

comfort for the occupants during winter and cool weather nights. A 35,000
B.T.U. Janitrol combustion heatcr furnishes the hot air sourcc for cabin
heating and windshield defrosting. The heater is mounted in the nose section
and is accessible through a removable panel on the right side.
Forward heater operation is controlled by two switches mounted one

below the other. The switches are located in the lower right panel just to the
right of the pedestal. The upper switch has three positions: FAN, OFF and
HEAT. The lower switch is a momentary on type and is marked START/
RESET. Selection of the HEAT position and depression momentarily of the
START/RESET switch activates the heater regulator/shutoff valve,
allowing fuel to flow from the right fuel cell to the combustion heater, and
simultaneously ignites the heater.
A recessed inlet in the bottom right side of the nose section supplies a
constant source of outside air for operation of the combustion heater. Air
from the inlet passes through the combustion heater to a distribution box
and then to the heater outlets and/or the defroster outlets, depending upon
the positions selected on the control panel. Heat outlets are mounted in the
cockpit and cabin areas, furnishing a complete interior heat flow. Cockpit
heater outlets are forward and below the instrument panel, and cabin heater
outlets are along the floor on the left and right sides of the fuselage. Two
defroster outlets are mounted in the cover atop the instrument panel to allow
an even airflow to each windshield. Interior hot air regulation is controlled
by the TEMP control lever mounted in the cabin air control panel. To
increase the cockpit and cabin air temperature, move the lever to the right.
NOTE
For ground operation, takeoff and climb, do

not exceed midpoint.
Defroster air is turned on by moving the DEFROST lever in the cabin air
control panel to the right. Air from the distribution box is ducted directly to
the defroster outlets; thus, the defroster control should be turned on full (far
right) until the windshield is defrosted and then moved toward the off (far
left) position until just enough air is flowing to keep the windshield
defrosted.
Windshield defrosting can be regulated by various settings of the

defroster lever. In severe windshield fogging or icing conditions it may be
necessary to restrict the heater air, since this will drive more air through the
defroster outlets.
Since the combustion heater utilizes fuel extracted from either right fuel
cell, it will not operate with the right engine secured and the fire wall shutoff
valve off. To operate the heater with the right engine shut down. select a left
tank, turn the cross feed on, move the right engine mixture control to idle-off,
open the right fuel shutoff valve (down), turn the left emergency fuel pump
on and the right fuel tank selector off.
CAUTION
The fuel crossfeed should not be used to

operate the heater with the right engine shut
down if the engine was shut down due to an
emergency situation such as a fuel leak or fire.
Heat may be supplied to warm the cabin before engine start by turning
on the master switch, moving the mixture control to idle cut-off, turning on
the right emergency fuel pump and starting the heater. This operation should
not be performed in such a manner as to deplete the battery.
A circulating fan is attached to the inlet end of the combustion heater.

This fan is partially controlled by a landing gear safety (squat) switch during
ground operation. When the three position heater switch is turned to HEAT.
the circulating fan automatically draws outside air from the inlet for heater
operation (ground operation only). Selection of the FAN position will also
operate the heater circulating fan. This position allows air circulation
through the heater ducts and windshield defogging on the ground when heat
is not desired. The FAN position of the heater switch is also used for heater
cooling to prevent the heater duct limit switch from tripping after use on the
ground. When the combustion heater is turned off after use on the ground,
the switch should be turned to the FAN position for a few minutes to cool the
heater before the master switch is turned off. When the heater is turned off
during flight it is not necessary to select the FAN position due to the
automatic heater cooling provided by inlet air.
The heater is protected from overheating by a heat limit switch. If the

heater temperature reaches a predetermined setting, the limit switch opens
and the heater becomes inoperative. This is indicated by the illumination of
the HTR FAIL warning light in the annunciator panel. The heat limit switch
will automatically reset when sufficient time is allowed for the heater to cool.
By depressing the START/ RESET switch momentarily, the heater can be
restarted. Heater restart is indicated by the HTR FAIL warning light
extinguishing after the START/RESET switch is released. Prior to
restarting the heater. ensure the following precautions are followed.
(a) Open all heater outlets to the full open position.
(b) The TEMP HEAT lever should only be half open.
(c) Immediately shut off heater if annunciator comes on again after

attempting to restart. Do not operate heater again until it has been
serviced by a qualified repair station.
WARNING
Operating a defective heater may be a serious

fire hazard.
(d) After heater has restarted, wait approximately 5 minutes and then,
if desired, the temperature lever may be moved to a higher
selection.
Cabin temperature and air circulation can be maintained by using

various combinations of control settings to suit individual desires. To
minimize the feeling of drafts, a low airflow-high heat combination should
be used.
CABIN AIR 1md COCKPIT AIR control levers mounted in the cabin
air control panel allow independent selection of cooling air to the cabin and
cockpit areas. Movement of either lever to the right increases the amount of
fresh air to the cabin or cockpit during flight or on the ground. When cooling
air is desired on the ground, the FAN position of the heater switch must be
selected and the control levers moved toward the on position (far right).
During flight, the heater air inlet provides a constant supply of ram air to the
distribution box. By selecting the OFF position of the heater switch and
moving the COCKPIT AIR andlor CAB IN AIR levers to the right, fresh air
is distributed through the healer ducts for cockpit and cabin cooling.
Individual fresh air outlets are provided by the overhead ventilating

system to provide maximum in-flight cabin and cockpit ventilation. An air
scoop, mounted on the tail fin fairing, extracts outside air which is passed
through lines under the headliner and released at the outlets. Left and right
master controls for overhead ventilation are mounted on the pilot's speaker-
light panel. Each of the individual outlets, located above the scats, are
adjustable to the desired airflow setting.
A cabin exhaust is located in the raised floor panel in the. aft cabin area
to aid air distribution within the cabin. A retractable exhaust outlet is
located in the lower aft section of the fuselage just aft of the main cabin door.
Retraction or extension of the outlet is controlled by the CABIN

EXHAUST push-pull knob mounted above the cabin air control panel on
the instrument panel. To extend the outlet, allowing cabin air exhaustion,
pull out the control knob. The outlet should be open when the heater is
operating and, if desired, to facilitate cabin ventilation. A ground ventilation
fan is available for installation into the cabin exhaust system as optional
equipment.
7.41 GROUND VENTILATION FAN*
To aid in cabin ventilation during ground operation, a ground

ventilation fan is installed aft of the cabin exhaust in the raised floor panel in
the aft cabin area. An on-off switch labeled GROUND VENT FAN is
mounted in the overhead switch panel. The fan extracts air from beneath the
cabin floorboards and expells it into the cabin through the ventilating grill.
7.43 AFT CABIN HEATERS
In addition to the standard combustion heater mounted in the nose

section, an aft cabin heater can be installed at the aft cabin bulkhead as
optional equipment to provide an even hot air distribution through the
cabin.
The 35,000 B.T.U. Janitrol combustion heater utilizes an electric fuel

pump, independent from the standard fuel system, to extract fuel through a
tee fitting in the fuel line from the right fuel cells. If the fuel supply in the right
cells is exhausted the aft cabin heater will not operate.
Operation of the heater is controlled by a three position AFT HEATER

switch mounted adjacent to the cabin exhaust control. The three positions
are FAN, OFF and HEAT. Selection of the FAN position activates the
ventilating'fan within the heater inlet. This position should be used to cool
the heater after use to prevent the heat limit switch from tripping. Also, the
FAN position can be used to recirculate cabin air when heat is not desired.
Air is extracted from the cabin in the rear baggage compartment through an
inlet on the right side, passed through the heater and released into the cabin
at an adjustable outlet on the opposite side of the baggage compartment.
*Optional equipment
Ollt~kleair, ror heater opcmlion within the combustion chumber. is d t1lwn

through an inlet on the bouom or the ruselage by the hellier blower (separate
from the heater ventilating fnn). The air is used for heater combustion and
expelled overboard through a heater exhaust o utlet to the left of the inlet.
Selec tion of the HEAT position automatically activates the heater fuel
pump and ignition occurs instantl y. The off pos ition aUlOmatically shuts off
the fu el to the heater. S ince the aft heater docs not incorporatc a tcmperature
control, the pilot must manually reg ulate the amount of heat thro ugh the usc
of Ule three position switch.
C ircu it protection for the aft cabin heater system is provided by a push -
to-reset type c ircuit breaker mounted in the circ uit breaker control panel
labeled AFT HEATER.
CAUTION
Do not hang heat sensiti ve materials on clothes

rack during rear heater operation (sec placard
in rear baggage compartment).
7.45 AIR CONDITIONING'"
An 18,000 B.T.V. recireulnting ,lir conditioning system (Figure 7-37) is

available fo r coo lin g the interior of the Navajo C/ R at any desired
temperature setting between the 65P and 85F range. The 18,000 B.T.V.
cnpaci ty is a ground rating which increnses in flight. Some of the mnjor
components in corporated into the syste m arc a compressor, condenser,
evaporators. cooli ng fans. movable scoop and operating controls.
The compressor, which is bel t driven by the starter ring geur, is mounted
to the forward right side of the engine. An electric clutch, incorporated into
the compressor. engages when the Hir condi tioner is turned on.
CAUTION
When fl y ing in heavy rain, the electrical load

must be reduced to 80 amps or less to insure
against belt slippage o n the right alternator.
*Optiona l equipment
/
\
/ /
\
~ ~ ~
)~d i~ffii ~U
\ J)) 'I ~Im!iill!iil
JJ ;', ~~u~~~ho~~~
":N";"' IlS s"':";";~::~::!:!
-~
AIR CONDITION ING SYSTEM
Figure 7-37
NOTE
The air conditioner will not operate when the

cabin temperature is at or below the low setting
of the air conditioning thermostat (65F to
70 0 P).
The condenser is located in the right nacelle. Condenser cooling air is

provided by prop wash through a two position, electric motor driven scoop
on top of the nacelle. This scoop is opened on the ground whenever the air
conditioner is cooling and is automatically retracted in flight by the
actuation of a switch on the right landing gear as the gear strut extends on
takeoff. The scoop retracts on the ground anytime the system cycles off at the
selected cabin temperature and opens again when the system cycles on.
There are two evaporator modules installed on the spar cover just
forward of the pilot and copilot dividers. Each module contains a cooling fan
which supplies air to the passenger and pilot air outlets. The location allows
efficient circulation of the air to both the cabin and cockpit areas. Water,
which is extracted from the air as it passes through the evaporator, is
dumped overboard automatically at outlets located in each wing root
fairing.
Operational controls consist of air conditioning and recirculating fan

switches, located on the overhead switch panel, and a temperature control
rheostat, located on the evaporator module forward of the pilot's and
copilot's divider curtain. The air conditioning switch has three positions:
OPP, PAN and AIR CONDo When the AIR COND position is selected, the
air conditioning system will maintain the selected temperature. Selection of
the FAN position circulates cabin and cockpit air. This position can also be
used to aid air circulation when the heater is being used. The temperature
control rheostat is manually adjusted to maintain cabin tcmperature
between 65F and 85F, Adjacent to thc air conditioning switch is a two-
speed recirculating fan switch placarded HI and LOW. The switch is used in
conjunction with the selection of either air conditioning or fan positions.
Por cooling the interior of the aircraft while on the ground, select AIR
I
COND position, operate the right engine at a minimum of 1000 RPM and
select the desired temperature and fan speed. The scoop atop the right
nacelle should open whenever the compressor is operating on the ground. In
flight, the scoop will remain closed. If the scoop does not open, the cooling
capacity will be reduced considerably. Because the interior air is recircu-
lated, the interior of the aircraft can be cooled to a comfortable temperature
within a few minutes.
NOTE
I,f no cooling effect is noted within five minutes

after the system is turned on, whether in the air
or on the ground, turn the system OFF. With a
Low or Zero refrigerant charge, continuous
operation may result in oil starvation of the
compressor and subsequent failure of the
compressor. The system should be checked
before further use.
Because the compressor is located on the right engine the system can be
operated while loading or unloading passengers if desired. This also allows
the pre-cooling of the interior of the aircraft before loading passengers.
During ground operation at temperature of 70F or above and with a

crosswind component of 10 knots or greater, the right engine should be
operated at 1500 RPM to ensure full cooling capacity.
For cooling while flying, select air conditioning; then select the desired
temperature and fan speed. The scoop on the right engine should remain in I
the retracted position. To obtain fresh air input to the airplane, the normal
ventilation system can be used as necessary during flight. The cockpit and
cabin air controls on the cabin air control panel will allow a supply of fresh
air to be delivered at floor level where it can be circulated through the air
conditioner to be cooled and dehumidified.
NOTE
For single engine operation the air'

conditioning system should be turned OFF or
select FAN.
A pressure switch installed in the system will not allow the compressor
to operate when the ambient temperatu're is below approximately 50F or
when there is a partial loss of refrigerant charge.
7.47 OXYGEN SYSTEM*
An oxygen system designed to provide supplementary oxygen for the

crew and passengers during high altitude flights (above 10,000 ft.) is
available as optional equipment on the PA-31-325 Navajo C/R. All
componentc: are light weight and compactly installed thl'Oughout to provide
a completely built-in system with maximum efficiency and safety. The major
components of the Scott oxygen system (Figure 7-41) consist of a 115 cubic
foot oxygen cylinder, an oxygen supply gauge, a flow control knob, a
pressure regulator and eight plug-in receptacles.
All of the oxygen plug-in receptacles, conveniently incorporated into

the headliner panels, are also on-off valves. The oxygen cylinder is mounted
either aft of the forward baggage compartment or aft of the rear baggage
compartment. When fully charged, t1le cylinder contains oxygen at a
pressure of 1850 pounds per square inch at 70F. The pressure regulator is
mounted directly to the oxygen cylinder. A constant indication of the total
cylinder pressure is presented by the oxygen supply gauge mounted on the
lower right side of the instrument panel. The oxygen flow control knob
labeled, PULL-ON is mounted to the right of the supply gauge on the
instrument panel.
Before taking off for high altitude flying, determine that the oxygen
supply is adequate for the proposed flight and that passengers are briefed
(refer to Figure 7-39). When oxygen is required, pull the control knob aft
(ON position), allowing oxygen to flow from the cylinder through the
connecting tubing and into the receptacles. To use the oxygen supplied to the
receptacles, connect a constant flow mask fitting into the receptacle and don
the mask. When the fitting is connected, the on-off valve feature of the
receptacle automatically releases an oxygen flow to the mask. A flow
indicator in the hose of the mask shows oxygen flow to the mask by the
absence of the red pellet, which is forced toward the mask. The pilot'S,
copilot's and the passengers' masks are stowed under their respective seats. A
mask for the eighth scat is stowed behind the seat.
Always remove fittings from the receptacles and stow the masks when
not in use. Oxygen will flow through the mask whenever the fitting is in the
receptacle, and the control knob is pulled out (ON position). Masks may
become damaged if not properly cleaned and stowed after usc.
*Optional equipment
Crew Passengers Oxygen Supply Range in Hours
25.76
1 12.88
2 8.58
3 6.44
4 5.15
5 4.29
6 3.68
7 3.22
With 2 Pilot's Masks Oxygen Supply Range in Hours
2 12.88
2 1 8.58
2 2 6.44
2 3 5.15
2 4 4.29
2 5 3.68
2 6 3.22
OXYGEN DURATION CHART

Figure 7-39
The pilot's mask (identified by a red band on the supply hose) supplies
120 liters of oxygen per hour. The passenger masks are identified with a gold
or red band on the supply hose and supply 90 liters per hour or 120 liters per
hour, respectively. (Refer to Section 9 - Supplements for oxygen require-
ments and procedures.)
CAUTION
Positively NO SMOKING while oxygen is

being used by anyone in the ~irplanc.
To avoid fire keep oil, grease, hydraulic fluid, paint, and other
inflammable materials away from oxygen equipment.
7-56
REPORT: LK-1207

SECTION 7

7-56
REPORT: LK-1207

SECTION 7
'.~""
\~
,,-.;_.
\\\\ -'V'~-
.~
~p-) ~__. ~.7
,
, "
\ ./ '
///
'
y //" ~-:-__ ~
o
:><
'TJO<
_. Cl
~ -2/ 6
7
1
__
.
/
. /~
- r. 2-----
/-
r,'\,
- ;--
/
--......
.
/
.~
()Qt,:j _.::./ 8 '.
Eiz .~ .
~\ ~,->-j
(1)1:Il
-;-Jo<
-,..,t:1
~1:Il #-=====.:: I
/ ;:--- ~ -=s"
/1 _
' -
1.LDW PRESSURE UNE 3 ......-
/~-
",,<-/..A
.'
2. OXYGEN PU.G,IN RECEPTACLES 4
~ '7 ___. ,
~ -Yl~~ ~'
3. OXYGEN FLOW CONTROL KNOB 5 V" , , ...../
4, OXYGEN SUPPlY PRESSURE GAUGE
5. HIGH PRESSURE UNE
ft -
-\ --
6. OXYGEN CYUNDER .-'
'/ -
7. PRESSURE REGULATOR
8. FIllER VALVE
/ / r'--, 6 --
2 .--"
----------~
,
t(
./ 78
- ///
NOTE
..........~
_.
/// SHOWN IN PH~NNT~~.
FORWARD MO BOTTLE INSTALLATION
7.49 CABIN FEATURES
The cabin interior has been designed for multipurpose use. Standard
seating includes two pilot seats and reclining, adjustable passenger seats,
each equipped with adjustable headrests and armrests. Ash trays, individual
reading lights, ventilation controls, pilot and copilot map lights and cigar
I
lighter are also standard cabin features.
CAUTION
Do not use cigar lighter receptacles as power

sources for any devices other than the cigar
lighters supplied with the airplane. Any other
devices plugged into these receptacles may be
damaged.
Two additional passenger scats can be installed for increased passenger

capacity. The standard seats are track mounted to allow movement fore and
aft and are easily removed for cargo loading or reversed (refer to Section 2
Limitations for requirements on certain seating arrangements). Pilot and
copilot seats are adjustable fore and aft, up and down and to a reclining
position. The hand lever nearest the floor allows the seat to move fore and
aft; the center handle controls the movement up and down, and the smaller
top handle allows the seat to be reclined. To adjust the seat fore or aft, pull up
on the handle and move the seat to the desired position; then release the
handle. Move the seat slightly to insure that the locking pin is engaged in the
seat track or until the pin engages into the track. To raise the scat, relieve
some of the weight on the seat, pull the handle and the seat will rise. Raise the
handle and apply weight to the scat to lower it to the desired position. Make
sure the locking pin engages the vertical track when the handle is released
after adjustment. Adjusting the seat to a reclining position is accomplished
by pulling on the handle, applying pressure to the back of the seat and
releasing the handle. To erect, pull forward on the seat back.
All seals are equipped with safety belts. Optional shoulder harnesses are
available. To usc. the shoulder harncss should bc routed over thc shouldcr
nearest the window nnd latched when the safety belt is latched. Self adjusting
inertia reels arc standard with the shoulder harnesses. The inertia reels allow
the shoulder harness to expand or retract during norlllal movement; the
strap locks securely in place under a sharp fo rward force. This locking
fcature prevents the harness from. extending and holds the user in place.
Operation of thc inertia reel can be checked by pulling sharply on the
shoulder strap. This test should lock the reel in place and prevent the harness
from being extended. Shou lder harnesses should be routinely worn during
takeoffs. landings and emergency situations.
For passengers' convenience utility pockets are attached to the backs of"
the passengers' scats. A flushlight is clipped to the oxygen mask comainer
beneath the pilot's seal.
Additional cabin features include sun visors. storm windows in both the
pilot's and copi lot's side windows. and pilot and copilot ash trays. NO
SMOKING and FASTEN SEAT BELT lighted signs. installed overhead in
I
the cabin. arc eontrollcd by sw itches in the cockpit. An optional chime will
sound when these switches arc activated.
Optional features include choice of interior. front and rear cabin

dividers, toilet. fire extinguisher, folding table, refreshment center, timed
windows, cargo net. clothes hangcr support bars, curtains and individual
oxygen masks.
For added pilot convenience, a map clip can be attached to the pilot's
control wheelus optional equ ipment.
Thc interior is avuilable in a choice of fabric viny ls or leather in a varicty

of colors. Scotch guard fabrics are used throughout, and with the blend of
vinyls or leather, gives long wear and comfort.
7.51 BAGGAGE AREA
There arc four largc baggage compartments: one in thc nose section,
one in the aft portion of each engine nacelle. and one aft of the main cabin
door. The spacious cabin can be quickly eonvertcd into a complete cargo
area.
The forward baggage compartment in the nose section has a loading

capacity of 150 lbs and a volume of 14 cubic. feet. Access to the spacious
compartment is gained through a large hinged door on the left side of the
nose. A placard on the inner side of the door clearly indicates the maximum
allowable baggage weight. To open, unlock. push in on the forward end of
the door handle, pull out on the aft end and raise the door until it latches in
the up position. To lower, the latch (placarded PUSH TO RELEASE) must
be pushed in, the door lowered and the handle pushed in and locked. The
nose compartment is equipped with a courtesy light for night loading. This
light will illuminate even if the master switch is off.
Each nacelle compartment (figure 7-43) has a load capacity of 150

pounds and a volume of 13.25 cubic feet. Access to the compartment is
gained through a door atop the nacelle. The interior floors of the
compartments, which measure approximately 90 inches long, 23.5 inches
wide and II inches high, are carpeted to prevent baggage items from being
damaged. To open, unlock, push on the aft end of the handle and raise the
forward end of the handle. The door will now open and remain in the up
position, held by a self-contained gas cylinder in the baggage door rod. The
door can be closed with one hand. A placard on the underside of each door
details the loading capacity and restrictions for the nacelle baggage
compartment.
Access to the aft baggage compartment is gained through the main

cabin entrance door or, if installed, a cargo door* mounted aft of the main
cabin door. The compartment has a volume of 22 cubic feet and will
accommodate up to 200 lbs of cargo. The complete area is finished to match
the cabin interior, including carpeting, fabric and leather or vinyl
upholstering. A placard attached to the walnut panel in the rear of the
compartment indicates the maximum loading capacity of the aft
compartment. The compartment is conveniently accessible from the cabin
even in flight.
Baggage tie down straps should be used in all baggage areas for safe and
secure stowage of baggage.
The optional cargo barrier installation includes cargo rollers, tie down
straps, cargo net equipment container and a cargo blanket. A placard
located iri the aft baggage compartment completely defines the cargo loading
for the airplane.
*Optional equipment
7-59 7-59
1. NACELLE COMPARTMENT
2. CATCH ASSEMBLY
3. BUCKLE
4. TIE DOWN STRAP
6. DOOR SUPPORT ARM
6. COMPARTMENT DOOR
7. LATCHING MECHANISM"
6. LOCK ASSEMB(/
NACELLE BAGGAGE COMPARTMENT

Figure 7-43
NOTE
It is the pilot's responsibility to insure that the

airplane is properly loaded and that the
airplane C.O. falls within the allowable C.O.
range (refer to Section 6 - Weight and Balance).
7.53 CARGO DOOR*
door to facilitate loading of the aft baggage compartment (refer to Figure 7-
45). The door latch handle, mounted in the forward side of the door, is
revealed by opening the cabin entrance door. To open the cargo door. pull
down on the top of the handle. On earlier models, raise the door until it
latches in the up position. On later models, pull outward on the door until
the gas spring support goes "over center" and begins to push up on the door.
Release the door and allow the gas spring support to raise it to the full open
*OptionaJ equipment
\
/
TYPICAL CABIN ENTRANCE DOOR AND CARGO DOOR

Figure 7-45
position. The additional width and hcight of the fuselage opening will allow
convenient, unhindered loading of bulky items. To lower the door on earlier
models, push up on the knurled knob on the door support arm, lower the
door and push in on the bottom of the door handlc until it latches securely to
the fuselage. On latcr models, pull the door down to the closed position. (As
the door approaches the closed position, the gas spring support will assist in
closing the door.) While pushing inward on thc bottom of the door, move the
top of the latch handle aft to latch the door securely to the fuselage.
The aft main cabin entrance door support cable is provided with fitting
which enablcs it to be detached in the ccnter. After the cablc is separated the
lower portion of the cablc can be attached to the eye bolt fitting on the
fuselage. This feature provides and unobstructed fuselage opening for
loading cargo.
When the optional cargo door is installed, the standard, triangular

shaped aft window in the Jeft side of the fuselage is delcted and a cargo
loading placard is installed in the aft baggage compartment. The interior of
the cargo door is deeply upholstered to match the interior styling of the
cabin.
7;55 PILOT'S DOOR*
The pilot door installation provides direct access to the pilot

compartment from the left side of the fuselage. This feature permits
convenient pilot entry when the cabin is loaded with cargo.
The door incorporates the pilot's sidc window and storm window. A
door handle, theft lock and latching mechanism are provided on the inside of
the pilot's door to maintain a secure theft-proof cockpit (Figure 7-47). To
open the door from within the cockpit, release the latch on the bottom edge
of the door and move the door handle to the OPEN position (aft). This will
allow the door to be pushed out and forward until it latches in place. The
door is held in place by a support arm which must be released before the door
can be closed. This is accomplished by pushing upward on the adjustment
knob attached to the support arm.
The theft lock is an integral part of the main latching mechanism. This
locking device is intended for ground purposes only, and should be unlocked
prior to flight to allow the door to be opened from the outside in the event of
an emergency landing.
*Optional equipment
To open the pilot'sdoor from outside the airplane, turn the door handle
counterclockwise and pull out on the door. If the theft lock is pushed, or the
door was previously locked from the outside, the key provided with the
airplane must be used to unlock the door before opening.
7.57 FINISH
All aluminum sheet components of the PA-31-325 Navajo C/R are

carefully finished inside and out to insure maximum service life. Both sides
of all pieces are alodine treated and sprayed with zinc chromate primer to
prevent corrosion of all structural and non-structural parts. The exterior
surface of the airplane is coated with durable polyurethane in a variety of
colors and color combinations to fulfill the desires of each individual owner.
I
7.59 NUMBER PLATES
The manufacturer's identification plate is attached to the underside of

the fuselage skin even with the forward edge of the main cabin entrance door.
A plate identifying only the serial number is attached to the fuselage to the
left of the tail skid. The serial number should always be used in referring to
the airplane in service or warranty matters.
7.61 STALL WARNING
An approaching stall is indicated by the sounding of a stall warning

horn. This warning is activated by a sensing vane on the leading edge of the
right wing. Stall warning is given at about 4 to 10 knots before an actual stall
would occur. The stall warning system may be checked during preflight by
lifting the sensing vane while the airplane master switch is ON. The horn
should activate.
Stall speed information is presented in graphs in Section 5 -

Performance.
PILOT'S DOOR
Figure 7-47
7-64 7-64
7.63 PROPELLER SYNCHROPHASER* (HARTZELL)
The propeller synchrophaser eliminates slight manual propeller

adjustments to reduce the "beat" effect of the propellers and minimizes
vibration.
A two position PROP SYNC control switch is mounted on the lower

portion of the instrument panel to the left of the control pedestal. The switch
I
positions are MANUAL and SYNC.
With the switch in the MANUAL position, the engines and propellers
are operated and controlled in the conventional manner. The synchrophaser
automatically maintains selected rpm after the pilot manually sets the
desired propeller speed and selects the SYNC position of the control switch.
This rpm will be muintained by the synchrophaser until the pilot readjusts
the propeller speed.
The major components of the system are two pulse generators, a

computer, and an electrically slaved, mechanically operated propeller
governor. With this system, the right engine is utilized as the slave engine and
the left engine as the master. The pulse generators are driven from the
adapted tach drive output and are interconnected electrically to the
computer which senses the speed of the engines through the magnetic
pickups in the pulse generators. The computer synchronizes the right engine
to the left, through a solenoid in the right propeller governor.
Circuit protection is provided by a push-to-reset type circuit breaker in

the circuit breaker control panel to the left of the pilot's seat on the sidewall.
The breaker is labeled PROP SYNC.
For Taxiing:
Set the synchrophaser switch to MANUAL.
For Takeoff and Landing:

Set the synchrophaser switch to MANUAL.
*Optional equipment
For Cruise:
Synchronjze the propellers ns close as possible manually; then set
the synchrophaser switch in the Prop Sync. position.
NOTE
Normally. propeller synchrophasing is
nchieved in a few seconds but occasionally it
may take R full minute to achieve full propeller
synchrophasing.
If a change in power setting is <.iesired, set the synchrophaser switch to

MANUAL position; wait 30 secon<.is. Adjust the power setting; then set the
synchrophaser switch in the Prop Sync. position.
Propeller "Phase" is preset at the factory. For further infonnation on

Phase control and the Propeller Synchrophasing System, consult the
aircraft service manual.
NOTES
Should it be necessary to completely <.ieactivate

the Prop Sync. system the circuit breaker must
be pulled.
Each time a propeller RPM differential greater

than 50 .RPM occurs, it will be necessary to
recycle the systcm to MANUAL for 30 to 40
seconds. Manually resynchronize propellcrs;
then turn switch to Prop Sync. position.
In the event of an electrical system failure or if

the master switch is off. the slave engine will
return to the controlled selected RPM plus
approx.imately 25 RPM regardless of the
position of the synchrophnser switch (OUl of
synchronization).
For all single engine operations set the

synchrophaser switch 10 the manual position.
7.65 EMERGENCY LOCATOR TRANSMITTER*
The Emergency Locator Transmitter (ELT), when installed, is enclosed

under the removable dorsal fin forward of the vertical tail attachment to the
fuselage. The unit meets the requirements of FAR 91.52. The transmitter
operates on a self-contained battery.
A battery replacement date is marked on the transmitter label. To I

comply with FAA regulations, the battery must be replaced on or before this
date. The battery must also be replaced if the transmitter has been used in an
emergency situation or if the accumulated test time exceeds one hour, or if
the unit has been inadvertently activated for an undetermined time period. '
When installed in the airplane, the ELT transmits through the antenna
mounted on the fuselage. The unit is also equipped with an integral portable
antenna to allow the locator to be removed from the airplane in an
emergency 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 the 'OFF position before the transmitter is disconnected from the
fuselage antenna. After the portable antenna is attached, the unit may be
turned ON as desired.
The locator should be checked during the preflight ground check to

make sure that it has not been accidentally activated. Check by tuning a
radio receiver to 121.5 MHz. If there is an oscillating sound, the locator may
have been activated and should be turned off immediately. Rearm the unit
and then recheck. '
NOTE
If for any reason a test transmission is

necessary, the test transmission should be
conducted only in the first five minutes of any
hour and limited to three audio sweeps. If tests
must be made at any other time the tests should
be coordinated with the nearest FAA tower or
flight service station.
*Optional equipment
CCC CIR II OPERATION
On the unit itself is a three position selector switch placarded OFF,

ARM and ON. The ARM position is provided to set the unit to the
automatic position so that it will transmit only after impact and will continue
to transmit until the battery is drained to depletion or until the switch is
manually movcd to the OFF position. The ARM position should be selected
whenever the unit is in the airplane. The ON position is provided so the unit
ean 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
Ircmsmitler.
Select the OFF position when changing the ballery, when reanning the
unit if it has been activated for any reason, or to discontinue transmission.
NOTE
If the switch has been placed in the ON position

for any reason, the OFF position has \0 be
selected befo.re selecting ARM. If ARM is
selected directly from the ON position, the unit
will continue to transmit in the ARM position.
A pilot's remote switch, located on the lower left instrument panel

allows the transm itter 10 be controlled from inside the cabin. The pilol's
remote swilch is placarded ON, ARM (Norma l Flight Position), RESET. If
the pilot'S remote sw itch has been placed in the ON position for any reason,
the momentary RESET position must be selected for 3 seconds before
allowing it to relurn to the ARM position. If for any reas'on the impact
switch becomes inadvertently activated, it may be reset by selecting the
momentary RESET position for 3 seconds before allowing it lo return to the
ARM pOllition.
7-68 7-68
NARCO ELT 10 OPERATION
On the unit is a switch placarded ON, OFF and ARM. The ARM
position allows the unit to be set to the automatic mode so that it will
transmit only after activation by impact and will continue to transmit until
the battery is drained to depletion or until the switch is manually moved to
the OFF position. The ARM position should be selected whenever the unit is
in the airplane. The ON position is provided so the 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 transmitter. The OFF
position should be selected while changing the battery or to discontinue
transmission after the unit has been activated.
A pilot's remote switch, located on the lower left instrument panel

allows the transmitter to be controlled from inside the cabin. The pilot's
remote switch is placarded ON, ARM. The ARM position should be
selected for all normal flight operations. If activation occurs with the remote
switch in the ARM position, the transmitter must be reset. A button labeled
RESET is located above the selector switch. To rearm the unit after it has
been turned off or after it has been activated, the RESET button should be
pressed in after the selector switch has been placed in the ARM position.
This will end transmission and rearm the unit.
7.67 RADAR'"
A weather avoidance radar system can be installed in the PA-31-325

Navajo C/R. The basic components of this instnUation are an antenna, a
transmitter/receiver, and It cockpit indicator. The function of the weather
radar system is to detect weather conditions along the flight path and to
visually display a continuous weather outline on the cockpit indicator
mounted in the center segment of the instrument panel. Through
interpretation of the advance warning given on the display, the pilot can
make an early decision on the most desirable weather avoidance course.
In addition to its primary purpose, weather mapping, the system can be

llsed for navigation. A ground mapping feature allows the pilot to identify
coastlines, water masses, islands, high ground, etc. This provides the pilot
with a guidance feature which may be useful in adverse weather conditions
or over areas where ground-based navigational aids are limited.
*Optional equipment
7-69 7-69
NOTE
When operating weather avoidance radar
systems in moderate to heavy precipitation, it is
advisable to set the range scale to its lowest
scate.
For detailed information o n the weather radar sys tem and for
procedures to follow in operating und adjusting the system to its optimum
efficiency, refer to the appropr!utc operuting and service manuals prov ided
by the radar system manufacturer.
WARNING
H ea lin g and radiation effects of radar can

cause serious damage to the eyes and organs of
the body. Personnel shou ld not be allowed
within fifteen fect of the area being scanned by
the antenna while the system is transmitting.
Do not operate the radar during refueling or in
the vicini ty of trucks or containers accommo-
dating explosives or flammables. Flashbulbs
can be exploded by radar ene rgy. Before
operating, direct the nose of the ai rpl ane away
from buildings, large metal structures or other
aircraft within a distance of 100 yards to
prevent the return of reflected energy 10 the
system. Do not operate the radar while the
ai rpl ane is in a hangar or other enclosure.
17.69 ELECTRICALLY HEATED WINDSHIELD'"
An electrically heated pilot's windshield can be installed on the PA-31-

325 Navajo c/R as optional equipment.
The electrically heated windshield, used to prevent andlor remove icing

and fogging, is contro ll ed by a WINDSHIELD HEAT circu it breaker
switch mounted in the circuit breaker contro l panel. With the engines
running, a preflight check can be made by activating the control switch. The
windshield is operating properly if it fee ls warm to the touch.
"'Optional equipment
Ground operation should be kept to a minimum to prevent overheating

of the windshield. DislOrted vision or small bubbles in the plastic of the
windshield may indicate an overheat condition.
The exterior surface of the windshield has a Nesa coating to prevent

static discharge. Use care when cleaning (refer to Section 8 - Airplane
Handling, Servicing and Maintenance).
7.71 ELECTRIC WINDSHIELD WIPER'"
An electrically operated windshield wiper can be installed in

conjunction with the electrically heated windshield on the pilot's side.
The system is protected by a circuit breaker located in the circuit

breaker control panel and controlled by a speed adjustment knob mounted
on the instrument panel. The speed adjustment knob has four positions:
PARK. OFF. LOW and HIGH. To operate the wiper. select the desired
speed position.
CAUTION
Do not operate the windshield wiper at airplane

speeds above 126 KIAS or on a dry windshield.
When opernlion of the wiper is no longer required, turn the speed

adjustment knob to OFF, then 10 PARK, and deactivate the circuit breaker
switch. The PARK position resets the wiper blade and will autontatically
return the knob to the OFF position when released.
7.73 FIRE EXTINGUISHER (PORTABLE)'
A ponable fire extinguisher is 1l10unted to the seat frame beneath the

pilot's seat. The extinguisher is suitable for use on liquid or electrical fires. It
is opeflHed by aiming the nozzle at the base of the fire and squeezing the
trigger grip. Releasing the trigger automaticully stops further discharge of
the extinguishing agent. Read the instructions on the nameplate and become
familiar with the unit before an emergency situation. The dry powder type
extinguisher is fully discharged in about 10 seconds, while the Halon 1211
type is discharged in 15 to 20 seconds.
WARNING
The concentrated agent from extinguishers

using Halon 1211 or the by-products when
applied to a fire are toxic when inhaled.
Ventilate the cabin as soon as possible after fire
is extinguished to remove smoke or fumes. Use
oxygen. if necessary.
7.7;' CABINETRY*
Among the optional interior appointments available in the Navajo C/R

is a variety of cabinet installations (Figure 7-49).
Storage cabinets or a combination storage cabinet and refreshment unit

may be installed aft of the crew scats. between the cockpit and the main cabin
areas. The storage cabinet units include slots for map. chart. or manual
storage and several slide-out drawers. The refreshment unit may include
storage drawers and two one quart thermos pitchers with or without a
portable carrying case. The area between the cabinets and the cabin ceiling
may be closed off with cabin dividers. and the walkway between the cabinet
units equipped with a draw curtain to allow the cockpit area to be completely
separated from the main cabin.
Cabinetry available for the aft cabin area includes storage cabinets.
vanity. and refreshment units which may be installed in the aft cabin area
forward of the rear baggage area. Among the optional vanity and
refreshment facilities available with rear cabinetry installations are a mirror,
an ice chest, a beverage container, thermos pitchers, a half-gallon electrically
heated liquid unit, an ash tray, a pull-out work surface, and storage drawers.
The aft cabinets are mounted on vertical dividers extending the height of the
cabin. and several are available with privacy curtains or folding doors to
allow the aft cabin to be closed off from the passenger area.
1. FORW.o.RD STOAAGE COMBINIITION c.o.BINET - RIGHT

2. FORWIIAD STOAAGE COMBINIITION c.o.BINET - LEFT
3. FORWIIAD Cl<BIN DIVIDERS _ RIGHT
4. FORWIIAD CIIBIN DIVIDERS - LEFT
S. STOAAGE DAAWEA
6. PORTABLE THERMOS UNIT
7. FOLDING TABLE - RIGHT
8. INl.}IlD M.t.P TABLE TOP
9. FOLDING TABLE -LEFT
10. 11FT COMBINIITION UNITISEVENTH SEIIT/TOILET
II. SEVENTH SEIIT/TOILET
12. AFT REFAESHMENT CENTERICABIN DIVIOEA
13. AFT CABIN DIVIDER
CABINETRY OPTIONS
Figure 7-49
7-73 7-73
7.77 IrOLDING TABLES*
Folding tables (Figure 7-49) can be installed on either or both sides of

the cabin between the second and third windows. A table can be used only
when the first scat in the passenger area is installed facing aft, conference
style. The drop-leaf table pulls up from its wall rack and folds down into
position. The table installation includes ash trays, glass holders, and recesses
for holding small items.
7.79 TOILET INSTALLATION'"
A self-contained toilet can be installed in the aft section of the cabin

(Figure 7-49). In either the side-facing or the forward-facing seventh scat
position, the unit may be used as a passenger seat. The seat cushion conceals
the toilet. Either a folding door or a draw curtain may be installed .forward of
the toilet to close off the aft cabin, assuring the occupant of privacy.
Plastic disposable bags which are available from Piper dealers should
be placed in the toilet receptacle. After use, remove the plastic bag, close it
with a wire tie, and, after landing, dispose of it in the proper field facilities.
Do not attempt to flush the bag in a toilet.
A relief tube is exposed when the toilet scat is raised. The relief tube also
serves as a vent for the toilet; therefore, bc sure that the tube system is not
blocked or obstructed.
7.S1 ANTI-STATIC WICKS'"
Anti-static wicks can be installed on the trailing edges of the wing panels
and the tail surfaces to aid in clearing the airplane of surface static electricity
which may disrupt LF reception, cause a loss of ADF indication or cause
VHF interference. A total of eighteen wicks are attached to the airplane:
three on each aileron; three outboard, and one inboard on each elevator; and
three on the upper part and one on the lower part of the rudder.
*Optional equipment
7-74 7-74
7.83 RAMP HAILER
The ramp ha iler is controlled by a transm itter selec tor switch o n the
radio master control panel mounted on the ce nter segment of the instrument
panel. An external speaker mounted beneath the noar of the nose baggage
compartment allows the pilot to speak to grou nd personnel. To operate, turn
ON the airplane master switch and the radio master switch, select EXT o n
the transmitter se lector swi tch o n the radio cont rol pane l and key the
microphone. The ramp hai ler works best when the eng ines are idling or shut
down.
7.85 EMERGENCY ELECfRICAL POWER PACK
An optional emergency electric"l power supply installation is available

for the Navajo C/R. This install ati on includes a 28 vo lt nickle-cadmium
battery which will provide a short-term electrical source to power nav 2.
comm 2 and glide slope 2.
This installation is to be used only in an cmergency situation and only

after all emergency proced ures for electrical fa il ure out lined in Section 3
have been comple ted and no power from e ither alternator or from the
airplane's battery is available to the avionics bus.
The switch fo r the emergency power supply is located on the pilot's

instru ment panel. When the emergency mode is se lected, nav 2, comm 2 and
glide s lope 2 are removed from the primary e lectrica l syste m and a re
transferred to the emergency power supply.
The emergency power supply batlery has a 3.B amp hour life when fu lly
charged. Limited operation (equipment turned OFF when not in actual use)
of the nllv 2, comm 2 lind glide slope 2 is required to extend the life of the
emergency batte ry. The pi lot m us t become familiar wit h the c urre nt
consumption of these avionics instal lations to allow budgeti ng of emergency
e lectrical power to insure arrival at a landi ng sile . Current consum ption
information is available in the manuals prov ided by the manufacturer of the
avionics equipmen t.
*Oplional equipment.
7-75 7-75
For a complete description of the system, its operation and

maintenance, refer to the appropriate operating and service manuals
supplied by the system manufacturer.
NOTE
Under IFR conditions, an approach and

landing should be made at the nearest suitable
airport no more than 45 minutes after
activation of the Emergency Power Switch.
The 45 minute limitation assumes a fully
charged emergency battery.
7.87 OVERHEAD VENTILATION FAN*
To improve cabin ventilation during ground operation, a ventilation fan

is installed in the overhead ventilation system. The fan is located in the tail
cone section of the overhead vent system and, when not in usc, has no effect
on the standard overhead ventilating system.
When the ventilating system is turned ON, the fan draws fresh air from
the tail-fin fairing air scoop and forces the air through the overhead lines to
the individual air outlets. An ON-OFF switch placarded GROUND VENT
FAN is mounted in the overhead switch panel. When the ground ventilation
fan is a)so installed, this switch operates both the overhead and the ground
ventilation fans simultaneously.
TABLE OF CONTENTS
SECTIONS
AIRPLANE HANDLING, SERVICING AND MAINTENANCE
Paragraph Page
No. No.
8.1 General........................................................................................ 8-1

8.3 Airplane Inspection Periods........................................................ 8-2
8.5 Preventive Maintenance.............................................................. 8-3
8.7 Airplane Alterations.................................................................... 8-4
8.9 Ground Handling ........................................................................ 8-5
8.11 Servicing Air Filters ................................................................... 8-9
8.13 Brake Service.............................................................................. 8-9
8.15 Hydraulic System Service........................................................... 8-10
8.17 Landing GearService ................................................................. 8-10
8.19 Tire Service................................................................................. 8-12
8.21 PropeIler Service......................................................................... 8-12
8.23 Oil Requirements........................................................................ 8-13
8.25 Fuel System ................................................................................ 8-14
8.27 Battery Service............................................................................ 8-17
8.29 Pressure Gyro System................................................................. 8-17
8.31 Heating System ........................................................................... 8-18
8.33 Propeller Deicing ........................................................................ 8-18
8.35 Oxygen System Service.............................................................. 8-19
8.37 Air Conditioner ........................................................................... 8-20
8.39 Number Plates............................................................................. 8-20
8.41 Lubrication.................................................................................. 8-20
8.43 Cleaning...................................................................................... 8-20

8-i 8-i
PA-31-325, NAVAJO C/R HANDLING, SERV & MAINT PA-31-325, NAVAJO C/R HANDLING, SERV & MAINT
SECTION 8 SECTION 8
AIRPLANE HANDLING, SERVICING AND MAINTENANCE AIRPLANE HANDLING, SERVICING AND MAINTENANCE
8.1 GENERAL 8.1 GENERAL
This section provides guidelines relating to the handling, servicing, and This section provides guidelines relating to the handling, servicing, and
maintenance of the Navajo C/R. For complete maintenance instructions, maintenance of the Navajo C/R. For complete maintenance instructions,
refer to the PA-31-325 Maintenance Manual. refer to the PA-31-325 Maintenance Manual.
WARNING WARNING
Inspection, maintenance and parts requirements for all Inspection, maintenance and parts requirements for all
non-PIPER approved STC installations are not included in non-PIPER approved STC installations are not included in
this handbook. When a non-PIPER approved STC installation this handbook. When a non-PIPER approved STC installation
is incorporated on the airplane, those portions of the airplane is incorporated on the airplane, those portions of the airplane
affected by the installation must be inspected in accordance affected by the installation must be inspected in accordance
with the inspection program published by the owner of the with the inspection program published by the owner of the
STC. Since non-PIPER approved STC installations may STC. Since non-PIPER approved STC installations may
change systems interface, operating characteristics and change systems interface, operating characteristics and
component loads or stresses on adjacent structures, PIPER component loads or stresses on adjacent structures, PIPER
provided inspection criteria may not be valid for airplanes provided inspection criteria may not be valid for airplanes
with non-PIPER approved STC installations. with non-PIPER approved STC installations.
WARNING WARNING
Modifications must be approved in writing by PIPER prior to Modifications must be approved in writing by PIPER prior to
installation. Any and all other installations, whatsoever, of any installation. Any and all other installations, whatsoever, of any
kind will void this warranty in its entirety. kind will void this warranty in its entirety.
HANDLING, SERV & MAINT PA-31-325, NAVAJO C/R HANDLING, SERV & MAINT PA-31-325, NAVAJO C/R
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)
WARNING WARNING
Use only genuine PIPER parts or PIPER approved parts Use only genuine PIPER parts or PIPER approved 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 are produced and inspected under Genuine PIPER parts are produced and inspected under
rigorous procedures to insure airworthiness and suitability for rigorous procedures to insure airworthiness and suitability for
use in PIPER airplane applications. Parts purchased from use in PIPER airplane applications. Parts purchased from
sources other than PIPER, even though identical in sources other than PIPER, even though identical in
appearance, may not have had the required tests and appearance, may not have had the required tests and
inspections performed, may be different in fabrication inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when techniques and materials, and may be dangerous when
installed in an airplane. installed in an airplane.
Additionally, reworked or salvaged parts or those parts Additionally, reworked or salvaged parts or those parts
obtained from non-PIPER approved sources, may have service obtained from non-PIPER approved sources, may have service
histories which are unknown or cannot be authenticated, may histories which are unknown or cannot be authenticated, may
have been subjected to unacceptable stresses or temperatures have been subjected to unacceptable stresses or temperatures
or may have other hidden damage not discernible through or may have other hidden damage not discernible through
routine visual or nondestructive testing. This may render the routine visual or nondestructive testing. This may render the
part, component or structural assembly, even though originally part, component or structural assembly, even though originally
manufactured by PIPER, unsuitable and unsafe for airplane manufactured by PIPER, unsuitable and unsafe for airplane
use. use.
PIPER expressly disclaims any responsibility for malfunctions, PIPER expressly disclaims any responsibility 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: JULY 25, 2005 8-1a REVISED: JULY 25, 2005
8.1 GENERAL (CONTINUED) 8.1 GENERAL (CONTINUED)

Every owner should stay in close contact with an authorized Piper Every owner should stay in close contact with an authorized Piper
Service Center or Pipers Customer Service Department to obtain the latest Service Center or Pipers Customer Service Department to obtain the latest
information pertaining to their airplane, and to avail themselves of Pipers information pertaining to their airplane, and to avail themselves of Pipers
support systems. support systems.
Piper takes a continuing interest in having owners get the most efficient Piper takes a continuing interest in having owners get the most efficient
use from their airplane and keeping it in the best mechanical condition. use from their airplane and keeping it in the best mechanical condition.
Consequently, Piper, from time to time, issues service releases including Consequently, Piper, from time to time, issues service releases including
Service Bulletins, Service Letters, Service Spares letters, and others Service Bulletins, Service Letters, Service Spares letters, and others
relating to the airplane. 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 FAA-registered compliance mandatory. These are sent directly to the latest FAA-registered
owners in the United States (U.S.) and Piper Service Centers worldwide. owners in the United States (U.S.) and Piper Service Centers worldwide.
Depending on the nature of the release, material and labor allowances may Depending on the nature of the release, material and labor allowances may
apply. This information is provided to all authorized Piper Service Centers. apply. This information is provided to all authorized Piper Service Centers.
Service Letters deal with product improvements and servicing Service Letters deal with product improvements and servicing
techniques pertaining to the airplane. They are sent to Piper Service techniques pertaining to the airplane. They are sent to Piper Service
Centers and, if necessary, to the latest FAA-registered owners in the U.S. Centers and, if necessary, to the latest FAA-registered owners in the U.S.
Owners should give careful attention to Service Letter information. Owners should give careful attention to Service Letter information.
Service Spares Letters offer improved parts, kits, and optional Service Spares Letters offer improved parts, kits, and optional
equipment which were not available originally, and which may be of equipment which were not available originally, and which may be of
interest to the owner. interest to the owner.
Piper offers a subscription service for Service Bulletins, Service Piper offers a subscription service for Service Bulletins, Service
Letters, and Service Spares Letters. This service is available to interested Letters, and Service Spares Letters. This service is available to interested
persons, such as owners, pilots, and mechanics at a nominal fee, and may persons, such as owners, pilots, and mechanics at a nominal fee, and may
be obtained through an authorized Piper Service Center or Pipers be obtained through an authorized Piper Service Center or Pipers
Customer Service Department. Customer Service Department.
Maintenance manuals, parts catalogs, and revisions to both, are Maintenance manuals, parts catalogs, and revisions to both, are
available from Piper Service Centers or Pipers Customer Service available from Piper Service Centers or Pipers Customer Service
Department. 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: JULY 25, 2005 8-1b REVISED: JULY 25, 2005 8-1b
8.3 AIRPLANE INSPECTION PERIODS 8.3 AIRPLANE INSPECTION PERIODS
WARNING WARNING
All inspection intervals, replacement time limits, overhaul time All inspection intervals, replacement time limits, overhaul 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, manufactured, remanufactured, overhauled are designed, manufactured, remanufactured, overhauled
and/or approved by entities other than PIPER, then the data in and/or approved by entities other than PIPER, then the data in
PIPERS maintenance/service manuals and parts catalogs are PIPERS maintenance/service manuals and parts catalogs are
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 for non-PIPER parts. All inspection intervals, such data for non-PIPER parts. All inspection intervals,
replacement time limits, overhaul time limits, the method of replacement time limits, overhaul time limits, the method of
inspection, life limits, cycle limits, etc., for such non-PIPER inspection, life limits, cycle limits, etc., for such non-PIPER
parts must be obtained from the manufacturer and/or seller of parts must be obtained from the manufacturer and/or seller of
such non-PIPER parts. such non-PIPER parts.
Piper has developed inspection items and required inspection intervals Piper has developed inspection items and required inspection intervals
(i.e.: 50, 100, 500, and 1000 hours) for the specific model airplane. (i.e.: 50, 100, 500, and 1000 hours) for the specific model airplane.
Appropriate forms are contained in the applicable Piper Service/Maintenance Appropriate forms are contained in the applicable Piper Service/Maintenance
Manual, and should be complied with by a properly trained, knowledgeable, Manual, and should be complied with by a properly trained, knowledgeable,
and qualified mechanic at a Piper Authorized Service Center or a reputable and qualified mechanic at a Piper Authorized Service Center or a reputable
repair shop. Piper cannot accept responsibility for the continued airworthiness repair shop. Piper cannot accept responsibility for the continued airworthiness
of any aircraft not maintained to these standards, and/or not brought into of any aircraft not maintained to these standards, and/or not brought into
compliance with applicable Service Bulletins issued by Piper, instructions compliance with applicable Service Bulletins issued by Piper, instructions
issued by the engine, propeller, or accessory manufacturers, or Airworthiness issued by the engine, propeller, or accessory manufacturers, or Airworthiness
Directives issued by the FAA. Directives issued by the FAA.
A Progressive Inspection, approved by the Federal Aviation A Progressive Inspection, approved by the Federal Aviation
Administration (FAA), is also available to the owner. This involves routine and Administration (FAA), is also available to the owner. This involves routine and
detailed inspections to allow maximum utilization of the airplane. Maintenance detailed inspections to allow maximum utilization of the airplane. Maintenance
inspection costs are reduced, and the maximum standard of continued inspection costs are reduced, and the maximum standard of continued
airworthiness is maintained. airworthiness is maintained.
In addition, but in conjunction with the above, the FAA requires periodic In addition, but in conjunction with the above, the FAA requires periodic
inspections on all aircraft to keep the Airworthiness Certificate in effect. The inspections on all aircraft to keep the Airworthiness Certificate in effect. The
owner is responsible for assuring compliance with these inspection owner is responsible for assuring compliance with these inspection
requirements and for maintaining proper documentation in logbooks and/or requirements and for maintaining proper documentation in logbooks and/or
maintenance records. maintenance records.
A spectrographic analysis of the engine oil is available from several A spectrographic analysis of the engine oil is available from several
sources. This inspection, if performed properly, provides a good check of the sources. This inspection, if performed properly, provides a good check of the
internal condition of the engine. To be accurate, induction air filters must be internal condition of the engine. To be accurate, induction air filters must be
cleaned or changed regularly, and oil samples must be taken and sent in at cleaned or changed regularly, and oil samples must be taken and sent in at
regular intervals. regular intervals.
8.5 PREVENTIVE MAINTENANCE
The holder of a Pilot Certificate issued under FAR Part 61 may perform
certain preventive maintenance described in FAR Part 43. This maintenance
may be performed only on an aircraft which the pilot owns or operates and
which is not used in air carrier service. Although such maintenance is
allowed by law, each individual should make a self-analysis as to whether he
has the ability to perform the work.
All other maintenance required on the airplane should be accomplished

by appropriately licensed personnel.
If maintenance is accomplished, an entry must be made in the appropriate

logbook. The entry should contain:
(a) The date the work was accomplished.
(b) Description of the work.
(c) Number of hours on the aircraft

(d) The certificate number of pilot performing the work.
(e) Signature of the individual doing the work.
8.7 AIRPLANE ALTERATIONS
If the owner desires to have his aircraft modified, he must obtain FAA
approval for the alteration. Major alterations accomplished in accordance
with Advisory Circular 43.13-2, when performed by an A & P mechanic, may
be approved by the local FAA office. Major alterations to the basic airframe
or systems not covered by AC 43.13-2 require a Supplemental Type
Certificate.
The owner or pilot is required to ascertain that the following Aircraft

Papers are in order and in the aircraft.
(a) To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate Form FAA-1362B.
(2) Aircraft Registration Certificate Form FAA-SOOA.
(3) Aircraft Radio Station License Form FCC-404A, if
transmitters are installed.
(b) To be carried in the aircraft at all times:

(1) Pilot's Operating Handbook.
(2) Weight and Balance data plus a copy of the latest Repair
and Alteration Form FAA-337, if applicable.
(3) Aircraft equipment list.
Although the aircraft and engine logbooks arc not required to be in the
aircraft, they should be made available upon request. Logbooks should be
complete and up to date. Good records will reduce maintenance cost by
giving the mechanic information about what has or has not been
accomplished.
8.9 GROUND HANDLING
(a) Towing
The airplane may be towed by use of the nose wheel tow bar
stowed in the baggage area or with power equipment that will not
damage or excessively strain the nose gear steering assembly.
CAUTION
When towing with power equipment, do not

turn the nose gear beyond its turning radius in
either direction, as this may result in damage to
the nose gear and steering mechanism. Turn
limits are marked on a placard on the nose gear
strut assembly.
CAUTION
Do not tow the airplane when the controls are

secured. Do not push or pull on the propeller or
the control surfaces when handling the airplane
on the ground.
(b) Taxiing
Before attempting to taxi the airplane, ground personnel

should be instructed and approved by a qualified person
authorized by the owner. Engine starting and shut-down
procedures and taxiing techniques should be covered. When it is
ascertained that the propeller back blast and taxi areas are clear,
power should be applied to start the taxi roll, and the following
procedures should be followed:
(1) Taxi with the propeller in the low pitch, high RPM
setting.
(2) When taxiing on uneven ground, avoid holes and ruts.
(3) Observe wing clearances when IUxiing ncar buildings or

other stationery objects. If possible, station an observer
outside to guide the airplane.
(4) Do not operate the engines at high RPM when running
up or taxii ng over gro und conta inin g loose stones ,
gravel, or any loose material that might cause damage to
Ihe propellcr blades.
(5) Be sure that alternate air is not being used.
(6) After taxiing forward a few feet, apply the bnlkes to
determine their effectiveness.
(7) Whi le ta xi in g , make sl ight turns to ascer tain the
effectiveness of the steering.
(8) When the aircraft is stopped on the taxiway or runway
and brake freezeup occ urs, actua te the brakes scveral
times using maximum pressure. To reduce Ihe possibi lity
of brake freezeup durin g taxi operation in sev ere
weather conditions, one or two taxi slow -downs (from 25
to 5 knots) may be made using Iight brake pressure,
which will assist moisture evaporation within the brake.
(c) Parking
When parking th e ai rplane, be s ure th at it is sufficiently
protected against adverse weather conditions and that it presents
no danger to other aircraft. Whcn parking the airplane for any
length of time or ove rnigh t, it is suggested that it be moored
securely.
( I) When parking the airplane, hea d it into the wind if
possible.
WA RNING
(2) To set the parking brake, first depress and llOld the toe
brake pedals, and then pu ll out on Ihe parking brake
handle located on the lower left face of the instrument
panel be low the left con trol co lu mn . To release the
parking brake, first depress and ho ld the toe brake
pedals, and then push in on the parking brake handle.
CAUTION
Care should be exercised when setting brakes
th at are overheated, or du ri ng cold weather
when accumulated moisture may fr eeze a
brake.
When excessive moisture/freezing temperature

conditions exist, parked aircraft should have their brakes
in the OFF condition and wheel chocks properly
positioned. If brake freeze-up is suspected, actuate the
brakes several times using maximum pressure.
(3) Aileron and elevator controls may be secured with the

front seat belts. Wheels should be blocked if chocks are
available.
(d) Mooring
The airplane should be moored for immovability, security and

protection. The following procedures should be used for the
proper mooring of the airplane:
(1) Hcad the airplane into the wind if possible.
(2) Retract the flaps.
(3) Immobilize the ailerons and elevator by looping the seat
belts through the control wheel and pulling in snug.
(4) Block the wheels.
(5) Secure tie-down ropes to the wing tie-down rings and the
tail skid at approximately 45 degree angles to the ground.
When using rope of non-synthetic material, leave
sufficient slack to avoid damage to the airplane should
the ropes contract.
CAUTION
Use bowline knots, square knots, or locked slip

knots. Do not use plain slip knots.
NOTE
Additional preparations for high winds include
using tie-down ropes from the landing gear
forks and securing the n1dder~
(6) Install a pitot head cover(s) if available. Be sure to

remove the pitot head cover(s) before flight.
(7) Cabin and baggage doors should be locked when the
airplane is unattended.
JACKING ARRANGEMENT
Figure 81
(e) Jacking
When it is necessury to place the airplane on jacks for landing

gear servicing or other servicing operations, be sure that the jack
pads (located 011 the underside of the front wing spars outboard of
the engine nacelles) are used (Figure 8-1 ). A tail support will be
necessary and shou ld be attached to the tail skid and weighted with
approximately 500 pounds of ballast. For complete jacking
instructions refer to the Service Manual.
CAUTION
Be sure to apply sufficient tail support ballast

or Ihe airplane will tip forward. Should it be
necessary to raise the nose gear while the main
gear remain on the ground, use the seat belts to
hold the control wheel aft. raising the elevators
to neutral or higher. If the elevators are down.
the tabs will contact the ground before the skid
and could be damaged.
8-8 8-8
8.11 SERVICING AIR FILTERS
Induction air filters should be cleaned and examined at least once every
fifty hours. Filters should be replaced if the paper filter material is torn or
ruptured, if the housing is damaged, or if the filter is excessively dirty. The
usable life of an air filter should be restricted to one year or 500 hours,
whichever comes first. Depending on the conditions in which the airplane is
operated, filters may have to be cleaned or replaced at shorter intervals.
(a) Remove the screws from the securing brackets on both sides of the
filter box and remove the filter.
(b) Check the filter. If its damaged or excessively dirty, replace it
immediately.
(c) Clean the filter by one of the two following methods:
(I) Keeping the air nozzles at least one inch from the filter,
direct a jet of air not exceeding 100 psi up and down the
pleats on the clean air side of the filter. This method will
remove grit, dust, and sand from the filter.
(2) If carbon, soot, or oil remain on the filter after
completing the above procedure, soak the filter for 15
minutcs in a good non-sudsing detergent; then swish it
gently in the solution for about two minutes. Rinse the
filter with a stream of water not exceeding 40 psi until the
rinse water is clear. Dry the filter thoroughly before
reinstalling, but do not use light bulbs or extreme heat for
drying.
(d) Recheck the filter for damage, and if it is found to be clean and
sound, reinstall the filter.
(e) Before reinstalling the filter, examine the filter gasket. It should
have no tears and should be securely in place.
8.13 BRAKE SERVICE
The brake system is filled with MIL-H-5606 (petroleum base, red)

hydraulic fluid. This should be checked at every 50 hour inspection and
replenished when necessary.
Do not use vegetable base brake fluids (blue) when refilling the system.
The brake tluid reservoir is filled by opening the access door, which is located
above the forward access panel on the right side of the fuselage, and
removing the filler cap. Then add fluid to the reservoir to the required level.
If it is necessary to bleed the brake system to get air out of the lines, fluid
should be added under pressure at the bleeder attachment on the brake unit.
8-9 8-9
No adjustment of brake clearances is necessary. If, aftcr extended

service, braking action requires too much movement of the toe pedal or the
brakes are spongy, check the Service Manual for corrective action.
Main wheels are easily removed by removing the dust cover, hub cap,
cotter pin, and axle nut. Thc wheel will slip off the axle.
8.15 HYDRAULIC SYSTEM SERVICE
Thc fluid level of the hydraulic reservoir should be checked every 50

hours by placing the airplane in a level position and viewing the fluid level
through the sight gauge on the reservoir dome. Access to the reservoir is
through the forward baggage compartment door. The reservoir is mounted
directly aft of the radio shelf.
If fluid is required, filtered hydraulic fluid MIL-H-5606 should be

added. Fluid may be added by utilizing the filler line located at the upper
forward corner of the access panel on the right side of the nose section. See
Service Manual for filling instructions.
8.17 LANDING GEAR SERVICE
The operation of the landing gear oleos is standard for the air-oil type.
Hydraulic fluid passing through an orifice serves as the major shock
absorber, while air compressed statically acts as a taxiing spring. The piston
tube has a total travel of 8 inches on the nose and 9 inches on the main. About
3.25 inches of tube should be exposed under normal static loads.
All of the oleos arc inflated through readily accessible valves on the top
of the unit. All major attachments and actuating bearings are equipped with
grease fittings for lubrication of the bearing surfaces, and should be
lubricated periodically. (Refer to the Lubrication Chart in the Service
Manua1.)
In the event the oleo strut slowly loses pressure and extension, the most
probable source of trouble is the air valve attachment to the leg or the core of
the air valve. These parts should be checked first to determine whether or not
I air leaks are occurring. If a hydraulic fluid leak is evident on the exposed
chrome plated oleo strut, the O-rings on the piston tube bearing units may
need to be replaced. If the landing gear is washed with a degreaser (refer to
Paragraph 8.43), the strut must be lubricated or the O-ring will fail.
NOTE
The exposed portion of the strut piston should

be wiped down regularly with hydraulic fluid.
This can contribute to the service life of the
strut seals.
To add air to the oleo struts, a strut pump is attached at the air valve and
the oleo pumped up until 3.25 inches of piston tube is exposed with normal
static weight on the gears. To add hydraulic fluid, first place the airplane on I
jacks; then release all the air through the valves, allowing the oleo to extend
fully. Next, remove the air valve and fill the unit through this opening.
Compress the oleo again to within 1/4 inch of full compression, allowing
excess hydraulic fluid to overflow and working out trapped air. Then I
reinsert the valve core and pump up the strut.
The turning arc of the nose wheel is 20 degrees in either direction and is
factory adjusted at stops on the bottom of the forging. The turning radius of
the nose wheel is approximately 25 feet.
I8.19 TIRE SERVICE

For maximum service from the tires. keep them inflated to the proper
pressure of 42 psi for the nose wheel and 60 psi for the main wheels. When
inflating the tires, visually lnspcct them for cracks and breaks. If necessary,
reverse the tires on the wheels or interchange them for even wear. All tires
Dnd wheels lire balanced before original installation, and the relationship of
tire, wheel, and tube should be maintained upon reinstallation. If new
components arc installed. it may be necessary to rebalance the wheels with
the tires mounted. Out-or-balance wheels can cause extreme vibration
during takeoff and landing.
8.21 PROPELLER SERVICE
Since propellers will pick up loose pieces of rock or debris from the ramp
and runway, the blades should be chccked periodically for damage. Minor
nicks in the leading edge of blades should be filed out and all edges rounded.
since cracks sometimes start from such defects. Use fine emery cloth for
Ifinishing thc depressions. Repairs should be accomplished by authorized

personnel. Refcr to FAA Advisory Circular 43.131 for blade repair
recommendations and repair limitations. The daily inspection should
include examination of blades and spinner for visible damage or crocks and
inspection for grease or oi1lcakage.
Remove spinner cap and check air pressure or, if necessary. charge the
cylinder with dry air or nitrogen gas to the prescribed pressure. Refer to the
placard in the spinner cap or following Table for an exact pressure for thc
existing temperature. It is most important that an accurate (lir charge be
maintained.
NOTE
Do not check pressure or charge with propeller

in feathered position.
CHAMBER PRESSURE REQUIREMENTS
WITH TEMPERATURE
Temperature of Chamber Pressure (PSI)
70 to 100 41 I lb.
40 to 70 38 I lb.
o to 40 36 I lb.
-30 to 0 33 lib.
8.23 OIL REQUIREMENTS

The oil capacity of the Lycoming TIO-540-F2BD and LTIO-540-F2BD
engines is 12 quarts. The minimum safe quantity of oil in the sump is 2 3/4
quarts. It is recommended that the engine oil be drained and renewed, and the
engine oil filter be replaced every 50 hours of tlying time, or sooner under
unfavorable conditions. Textron Lycoming also recommends that, under no
circumstances, should the interval between engine oil changes and oil filter
replacements exceed four months
It is recommended that single or multi viscosity aviation grade oils in
accordance with latest issue of Avco-Lycoming Service Instruction 1014 be
used. The following seasonal aviation oil grades and seasonal ambient
temperature ranges are recommended.
LUBRICATING OIL RECOMMENDATIONS
USE AVIATION ENGINE OIL FOR PISTON ENGINES
MIL-L-2285I
Average Ambient MIL-L-6082B Ash less Dispersant
Temperature SAE Grade SAE Grades
All Temperatures ISW-50 or 20W-50
Above ROF 60 60
Above 60F SO 40 or 50
30F to 90F 40 40
OaF to 70F 30 30, 40 or 20W-40
OF to 90F 20W50 20W50 or 15W50
Below 10F 20 30 or 20W-30
When operating temperatures overlap indicate ranges, usc the lighter
grade oil.
(Refer to the Lycoming S. I. 1014 latest revision when chlmging from straight
mineral to ash less dispersant oil.)
NOTE
When checking oil level, read right engine side

of dipstick for right .engine, nnd left engine side
of dipstick for left engine.
8.25 FUEL SYSTEM
(a) Fuel Requi rements
Aviation grade 1001130 (minimum) octane should be used in

the Navajo OR. The usc of lower gmdes of fuel can cause serious
dnmnge in a very short period of time, and is considered of such
importance that the engine warranty is invalidated by such usc.
Refer to Paragraph 1.7. Fuel.
The opeTution of the aircraft is approved with or without an

anti-icing additive in the fuel. When an anti-ici ng additive is used it
must meet the specification MIL-I-27686, must be uniformly
blended with the fuel while refueling, must not exceed 0.15% by
volume of the refueled quantity, and to ensure its effect iveness
should be blended at nolless than 0.10% by volume. One nnd one
half liquid ozs. per ten gallon of fuel would fall within this range. A
blender lIupplied by the additive manufacturers should be used.
Except for the information contained in this section, the manu-
facturer's mixing or blending instructions should be carefully
followed.
CAUTIONS
Assure that the additive is directed into the

nowing fuel system. The additive flow should
start after and stop before the fuel flow. Do not
permit the concentrated additive to come in
contact with the aircraft painted surfaces or the
interior surfaces of the fuel tanks.
This additive should not be used as a replace-

ment for preflight draining of the fuel system
drains.
o u
....
/Icti:>
FUEL DRAINS
Figure 8 3
(b) Inspection
AI every 50 hour inspection or every 90 days" screens and

bowls in the fue l filler units should be cleaned.
(e) Filli ng Fuel Cells
The fuel supply is carried in two 56 gallon main cell s and two
40 gallon auxiliary cells . A filler neck is provided in the upper
center section of each wing for servic ing th e main cells, while
another filler neck in the upper outboard section of each wing is
provided for servic in g the auxiliary cell s. Observe all safe ty
precautions required when handling gasoline,
When refueling the Navajo C/R, ground the refu e lin g hose
before beginning the trans fer of fuel. Secure Ihe filler c ap
immediately after servi.cing each cell. The optional lockable filler
cap need nOI be locked to be secure.
I
NOTE
Never leave the fuel cells completely dry, or the

cell inner liners m ay d ry o u t and crack .
permitting fuc l to diffuse through the walls of
the cell after refueling. If the cell is to be left
empty for a week or more, spray the inner liner
with a li ght coat of engine oil.
(0) Fuel Draining
Condensed water vapor ca n be drained from the main or

auxiliary cells by the quick-drain fitt ings on the wing panel lower
surface (Figure 8-3).
The fuel filter drain and inboard fuel cell fuel line drain valves
arc located inboard of the main whee l wells, and the outboartl fuel
cell drai n valves arc outbOlmj of the main wheel wells. They arc
fitted with quick drains and shou ld be drained regularly. In order
to check the fucl system for possible moisture content, the inboard
fuel cell line quick drain valve should be opened nnd drained and
the quick drain valve on the fuel filter should be opened and
drained. This procedure shou ld be repeated at {he quick d rai n
valves located outboard o f the main wheel well. Fuel screens arc
provided at the cell outlets. in the injectors. and in the fuel filter
bowls.
A crossfeed line drain valve is located to the rear of the lefl fue l
filter drain valve. This valve should be opened occasionally. with
the crossfeed on, the left emergency fuel pump on. and then the
right emergency fuel p ump on to allow any water thnt might
accumul ate attha! point to be drained out.
CAUTION
When draining fu el, care should be take n to

insure that no fire hazard exists before starting
the engines.
8.27 BATTERY SERVICE
Access to the battery is through the forward baggage compartment

opening. The stainless steel battery box has a plastic drain tube, located on
the bottom right rear corner, which is equipped with a shut-off clamp to be
opened at least every 30 days to drain off any electrolyte that may have
overflowed into the box.
Corrosion on the battery terminals and connections may be neutralized

by applying a solution of baking soda and water mixed to the consistency of
thin cream. Do not allow any of this soda solution to enter the battery.
Repeat this application until all bubbling action has ceased before washing
battery and box with clean water. Dry battery and box and close drain tube
clamp.
Whenever checking the battery, ascertain that alI connections are clean
and tight and the fluid level is above the baftle plates. If it is necessary to .ldd
f1 u id, use distilled water.
A hydrometer check should be performed to determine the percentage

of charge present in the battery.
Hydrometer Readings Percent of Charge

1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
I 130 or below Discharged
The battery should be removed for recharging. Starting recharge

current should be 2 amperes. Finishing current should be 1 ampere.
8.29 PRESSURE GYRO SYSTEM
The pressure gyro system operates at a pressure of 4.3 to 6.1 inches of

mercury. The system obtains the regulated pressure from the engine driven
pressure pumps. The filters on the pumps should be inspected regularly and
changed every 100 hours. The setting of the pressure regulators should be
performed by an experienced mechanic.
8.31 HEATING SYSTEM
A preflight check should be made of the air inlet scoop, combustion air
inlet scoop, exhaust outlet, and fuel drain for possible obstructions. Make
sure that all of the openings are clear of any restrictions and that no damage
has occurred to the exhaust outlet or combustion air inlet.
An operational check can be performed by moving the airplane master

switch to the ON position and the heater control toggle switch to the HEAT
position. The ventilating air blower and combustion air blower should
operate.
To proceed with the operational check, move the right tank fuel control
and the right emergency fuel pump switch to ON. This will start the fuel and
ignite the burner simultaneously; heat should be felt within a few minutes.
8.33 PROPELLER DEICING*
Lock brakes and operate engines at near takeoff power. Turn deicer
system switch ON and observe deicer ammeter for at least 2 minutes.
Ammeter needle must stay within the shaded band except for a "flicker,"
approximately each 30 seconds. as the step switch of the timer operates.
With engines stopped, turn the deicer switch ON and fccl deicers on
propellers for proper sequence of heatcr operation. Thc starting point is not
important but sequence is vital and must be: RIGHT OUTBOARD,
RIGHT INBOARD, LEFT OUTBOARD and LEFT INBOARD heaters,
in that order. Temperature rise should be noticeable and each heater should
warm for about 30 seconds. Local hot spots indicate surface damage of
deicer heaters.
CAUTION
When conducting above static test, do not

operate system longer than two complete
cycles.
*Optional equipment
OXYGEN FILLER OXYGEN FILLER

Figure 8-5 Figure 8-5
8.35 OXYGEN SYSTEM SERVICE* 8.35 OXYGEN SYSTEM SERVICE*
The filler valve for the oxygen cylinder is serviced by opening the The filler valve for the oxygen cylinder is serviced by opening the
access panel on the lower left nose section just aft of the forward baggage access panel on the lower left nose section just aft of the forward baggage
compartment door. To charge the oxygen system, remove the protective cap compartment door. To charge the oxygen system, remove the protective cap
from the filler valve and attach the fitting from an oxygen cart. Refer to from the filler valve and attach the fitting from an oxygen cart. Refer to
Figure 8-5. Figure 8-5.
WARNING WARNING
Inspect the filler connection for cleanliness Inspect the filler connection for cleanliness
before attaching it to the filler valve. Be sure before attaching it to the filler valve. Be sure
your hands, tools and clothing are very clean your hands, tools and clothing are very clean
and free from grease and oil since these and free from grease and oil since these
contaminants will ignite when in contact with contaminants will ignite when in contact with
pure oxygen under pressure. pure oxygen under pressure.
*Optional equipment *Optional equipment
8-19 8-19
Open the cylinder valve on supply tank and fill the system slowly by Open the cylinder valve on supply tank and fill the system slowly by
adjusting the recharge rate with the pressure regulating valve on the cart. adjusting the recharge rate with the pressure regulating valve on the cart.
When the pressure gauge on the cylinder reads 1800 to 1850 psi, close the When the pressure gauge on the cylinder reads 1800 to 1850 psi, close the
pressure regulating valve and replace the protective cap on the filler valve. pressure regulating valve and replace the protective cap on the filler valve.
8.37 AIR CONDITIONER* 8.37 AIR CONDITIONER*
The compressor drive belt should be checked for a broken or loose belt The compressor drive belt should be checked for a broken or loose belt
during preflight. If the system becomes inoperative, consult the aircraft during preflight. If the system becomes inoperative, consult the aircraft
service manual. service manual.
8.39 NUMBER PLATES 8.39 NUMBER PLATES
The manufacturers name plate is located on the fuselage underside even The manufacturers name plate is located on the fuselage underside even
with the forward edge of the cabin door. A second plate containing only the with the forward 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 should serial number is located to the left of the tail skid. The serial number should
always be used in referring to the airplane in service or warranty matters. always be used in referring to the airplane in service or warranty matters.
8.41 LUBRICATION 8.41 LUBRICATION
For lubricating instructions, a chart showing lubrication points and For lubricating instructions, a chart showing lubrication points and
types of lubricants to be used, and lubrication methods, refer to the PA-31- types of lubricants to be used, and lubrication methods, refer to the PA-31-
350 Service Manual. 350 Service Manual.
8.43 CLEANING 8.43 CLEANING
(a) Cleaning Engine Compartment (a) Cleaning Engine Compartment
Before cleaning the engine compartment, place a strip of tape Before cleaning the engine compartment, place a strip of tape
on the magneto vents to prevent any solvent from entering these on the magneto vents to prevent any solvent from entering these
units. units.
(1) Place a large pan under the engine to catch waste. (1) Place a large pan under the engine to catch waste.
(2) With the engine cowling removed, spray or brush the (2) With the engine cowling removed, spray or brush the
engine with solvent or a mixture of solvent and degreaser. engine with solvent or a mixture of solvent and degreaser.
In order to remove especially heavy dirt and grease In order to remove especially heavy dirt and grease
deposits, it may be necessary to brush areas that were deposits, it may be necessary to brush areas that were
sprayed. sprayed.
*Optional Equipment *Optional Equipment
CAUTION
Do not spray so lvent into the alternator,

vacuum pump, starter, or air intakes.
(3) Allow the solvent to remain on the engine from five to ten
minutes. Then rinse the engine clean with additional
solve nt and allow it to dry.
CAUTION
Do not operate the engine until the solvent has

evaporated or otherwise been removed.
(4) Remove the protective covers from the magnetos.

(5) Lubri c ate the controls, bearing surfaces, etc., in
accordance wilh the Lubrication Chart in the Service
Manual.
(b) Cleaning Landing Gear
Before cleaning the landing gear, place a cover of plastic or a

similar waterproof material over the wheel and brake assembly.
(I) Place a pan under Ihe gear 10 catch waste.
(2) Spray or brush the gear with solvent or a mixture of
solvent and degreaser. To remove especially heavy dirt
and grease deposits, it may be necessary to brush areas
that were sprayed.
(3) Allow the solvent to remain on the gear from five to ten
minutes. Then rinse the gear with additional solvent and
allow it to dry.
(4) Remove the protective cover and the catch pan.
(S) Lubricate the gear in accordance with the Lubrication
Chart in the Service Manual.
CAUTION
Do not brush the micro switches.
8-21 8-21
(c) Cleaning Exterior Surfaces
The airplane should be washed with a mild soap and water

solution, Harsh abrasives or alkaline soaps or detergents could
scratch painted or plastic surfaces or corrode metal. Cover areas
where a cleaning solution could cause damage. To wash the
airplane, use the following procedure:
(I) Flush away loose dirt with water.
(2) Apply cleaning solution with a soft cloth, a sponge, or II
soft bristle brush.
(3) To remove exhaust stains, allow the solution to remain
on the surface longer.
(4) To remove stubborn oil and grease stains, use a soft cloth
dampened with naphtha,
(5) Rinse all surfaces thoroughly,
(6) Any good automotive wax may be used to protect and
preserve painted surfaces, Soft cleaning cloths or a
chamois should be used to prevent scratches when
cleaning or polishing. A heavier coat of wax on leading
surfaces will reduce the abrasion problems in these areas.
Refer to item (h) when surface deicers are installed.
(d) Cleaning Windshield and Windows
CAUTION
Use on ly mild soap and water when cleaning

the heated windshield, Use of ANY other
cleaning agent or material may cause distortion
or damage to windshicld coatings.
(I) Remove dirt, mud, and other loose part icles from
exterior surfaces with clean water.
(2) Wash interior lind exterior window surfaces with mild
soap and warm water or with lIircraft plastic cleaner. Usc
a soft cloth or sponge in a straight back and forth motion.
Do not rub harshly.
(3). Remove oil and grease with a cloth dampened with

kerosene
CAUTION
Do not use gasoline, alcohol, benzene, carbon
tetrachloride, thinner, acetone, other strong
solvents, or window cleaning sprays. Do not
use plastic cleaner on heated glass windshields.
(4) A severe scratch or mar in plastic can be removed hy

rubbing out the scratch with jeweler's rouge.
(5) When windows arc c1can, apply a thin coat of hard
polishing wax. Rub lightly with a soft cloth. Do not use a
circular motion. Do not apply wax on the optional
heated windshield.
(e) Cleaning Interior
(\) Headliners and othcr vinyl interior surfaces may be

cleaned with a damp cloth and mild soap and water
solution.
(2) Window curtains may be dry cleaned but it is not
recommended that they be laundered.
(3) Leather may be cleaned with a mild hand soap and water
solution or with saddle soap. Follow the precautions
which apply to the cleaning of any fine leather product.
Avoid saturation and never use detergents or harsh
cleaning solutions on leather.
(4) Wood surfaces may be cleaned with any good household
liquid or spray cleaner! polish manufactured for this
purpose.
(5) All upholstery fabrics are "Scotchgard" treated and may
be cleaned as follows:
Spilled oily and watery liquids will generally bead up
on the fabric and can be blotted away leaving little or no
stain. Blot spills up as quickly as possible with an
absorbent cloth, tissue or sponge. If the material is a solid
or semi-solid, such as butter, remove the excess by gentle
scraping with a table knife. Often, blotting will remove all
traces of stain but if the staining agent is not completely
removed by blotting, the following techniques are
suggested:
a. Water-based stains such as ketchup, milk, ice

cream, coffee:
Wipe the stain with a cloth wet with water
contain ing a detergent or ammonia (1/2 cup
ammonia to a gallon of water). Repeat if
necessary.
b. Oil based slains such as salad dressing, butter,
mayonnaise removed by either of the following
procedures:
Apply "Texize K-2R Spot Remover- by
spraying or rubbing into the fabric, and let dry.
Vacuum off the residual powder. Repeat if
necessary. or
Wet a cloth with a solvent type spot
cleaner such as "Energine" or "Renuzit" and
wipe or gently rub the stained area. Turn cloth
and rewet with solvent often. Repeat until stain
disappears.
Fabrics treated with "Scotchgard" Fabric Protector
with Extra Soil Defense offer remarkable oil resistance.
This means that dirt will sit on the fabric surface and can
be readily vacuumed off. Frequent vacuuming of loose
dirt will prevent its being worked into the fabric.
Fabrics which have accumulated significant overall
soil must be vacuumed thoroughly. A foam c leaner
recommended by the manufacturer shOU ld then be
applied. The fOllowing cleaners have been found to be
suitable: "Fiber Fresh Concentrate," "Bissell Foam
Uphols tery Cleaner," "Giamorene," and "Ivory Flakes"
or any other simila r product. Carefully follow th e
manufacturer's instructions.
NOTE
It is best to test the cleaner on an inconspicuous
portion of the fabric to test for discoloration.
Also, avoid soaking or harsh rubbing.
To remove residual detergent left on the fabric, wipe

the entire fabric surface with a c loth dampened wi th
wmer. The cloth should be rinsed in clean water several
times. This procedure will ensure that the treatment will
continue to function.
CAUTION
Solvent cleaners require adequate ventilation.
(f) Cleaning Carpets
Use a sma ll whisk broom or vacuum cleaner to remove dirt.

For soiled spots, use a nonflammable dry cleaning fluid. Floor
carpets may be removed and cleaned like any household carpet.
(g) Cleaning Toilet*
(I) To dispose of the sanitary bag, pull the top of the bag
from the pail and close with a wire tic, Remove it from the
airplane in the covered pail and dispose of according 10
field facilities. Do not attempt to flush the bag in a toilet.
(2) To clean and deodor ize the airp lane's toilet, mix a
solUlion of disinfectant type cleaner. Using a soft bristled
"brush, rag and solution, wash the toilet pail and seat. The
toilet may be removed for cleaning by disconnecting the
two fasteners at the inside forward end of the unit. Slide it
back and lift from the floor.
(3) When offensive odor remains, use a stronger solut ion
and reclean.
(4) Rinse with fresh water and dry.
(5) To install a new sanitary bag, place it over the top edge of
the pail and push it into the bottom of the pail.
*Optional equipment
(h) Cleaning Surfncc Deicing Equipment*
The deicers should be cleaned when the aircraft is washed

using a mild soap and water solution.
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 soap and water solution before taking it out to the
airplane. If difficulty is encountered with the water freezing on
boots, direct a blast of warm air along the region being
cleaned, using a portable type ground heater.
As an alternate cleaning solvent, use benzol or nonlcaded

gasoline. Moisten the cleaning cloth in the solvent, scrub lightly,
and then with a clean, dry cloth, wipe dry so that the cleaner does
not have time to soak into the rubber. Petroleum products such as
these are injurious to rubber, and therefore should be used
sparingly if at all.
When the deicers are clean, a coating of B.P. Goodrich Icex

should be applied. Icex is compounded to lower the strength of
adhesion between ice and the rubber surface of the deicer boots.
The manufacturer's instructions (B.P. Goodrich) must be followed
explicitly.
*Optional equipment
TABLE OF CONTENTS
SECTION 9
SUPPLEMENTS
Paragraph/Supplement Page
No. No.
9.1 General ......................................... ,., ........................................... . 9-1

1 Oxygen System InstaJlation ......................................... (4 pages) 9-3
2 Ice Protection System (Approved for flight
into known icing conditions) ................................. ( 18 pages) 9-7
3 FCS-XIO AFCS (With Flight Director
Installation) ......................................................... ,( 10 pages) 9-25
4 FCS-XiO AFCS (Without Flight Director
InstaJlation) .......................................................... ( 10 pages) 9-35
5 AltiMatic 1I IC Installation ...................................... ( 12 pages) 9-45
6 Piper Yaw Damper System Installation ....................... (4 pages) 9-57
7 AltiMatic X Autopilot or Flight Director
Autopilot Instal1ation ................................................. ( 16 pages) 9-61
8 KFC 200 AFCS (With Flight Director
Installation) ................................................................ ( I8 pages) 9-77
9 KAP 200 AFCS (Without Flight Director
Installation) ............................................................... ( 16 pages) 9-95
\0 Collins ANS-35I Area Navigation
System ........................................................................ (14 pages) 9-111
II King KNS 80 Area Navigation System ..................... ( 14 pages) 9-125
12 King KNS 81 Area Navigation System ..................... (12 pages) 9-139
13 Bendix RDR-150 and RDR-160 Color
Weather Radar Installation ...................................... (6 pages) 9-151
14 Sperry Primus 100 Monochrome Radar
Installation (Formerly RCA Weather
Scout II Monochrome Racial') ................................ (6 pages) 9-157
15 Sperry Primus 100 Color Radar Installation
(Formerly RCA Weather Scout II Color
Radar) ...................................................................... (8 pages) 9-163
16 Nayak Nacelle Fuel System ....................................... (22 pages) 9-171

9-i 9-i
SECTION 9 (cont)
Paragraph Page
No. No.
17 Edo-Aire Mitchell Century 41 Autopilot

Model AK847 or Century 41 Flight
Director Autopilot Model AK847/FD ................... (36 pages) 9-193
18 Bendix RDR-J60XD and RDR-230HP
Color Weather Radar ............................................... (6 pages) 9229
19 FCS870 AFCS (With Flight Director
I Installation) .............. ;............................................ (30 pages) 9235

9-ii 9-ii
PA-31-325, NAVAJO C/R SUPPLEMENTS PA-31-325, NAVAJO C/R SUPPLEMENTS
SECTION 9
SUPPLEMENTS
9.1 GENERAL
This section provides information in the form of supplements which are

necessary for efficient operation of the airplane when it is equipped with one
or more of the various optional systems and equipment not approved with
the standard airplane.
All of the supplements provided in this section are "FAA Approved"
and consecutively numbered as a permanent part of this handbook. The
information contained in each supplement applies only when the related
equipment is installed in the airplane.
of 10, 9-1 of 18, 9-1
SUPPLEMENTS PA-31-325, NAVAJO C/R SUPPLEMENTS PA-31-325, NAVAJO C/R
9-2 9-2
PA-31-325, NAVAJO C/R SUPPLEMENT 1 PA-31-325, NAVAJO C/R SUPPLEMENT 1
PILOT'S OPERATING HANDBOOK

AND
FAA APPROVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO.1
FOR
OXYGEN SYSTEM INSTALLATION
SECTION 1 GENERAL
This supplement must be attached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the Oxygen System is
installed per the Equipment List. The information contained herein supple-I
ments or supersedes the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual only in those areas listed herein. For
limitations, procedures and performance information not contained in this
supplement, consult the basic Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
FAA APPROVED
J~
D. H. TROMPLEI
D.O.A. NO. SO-2
LAKELAND. FLORIDA
REVISED: SEPTEMBER 24, 1982 1 of 4, 9-3 REVISED: SEPTEMBER 24, 1982 1 of 4, 9-3
SUPPLEMENT 1 PA-31-325, NAVAJO C/R SUPPLEMENT 1 PA-31-325, NAVAJO C/R
SECTION2 LIMITATIONS
No smoking while the oxygen is in use.
In the event that during operation the red indicator appears in any of the
flow indicators, check for oxygen quantity and assure proper engagement of
the oxygen mask in the receptacle. If oxygen cannot be supplied, the aircraft
should be lowered to a safe altitude immediately.
SECTION 4 - NORMAL PROCEDURES
PREFLIGHT
(a) The pilot's and copilot's masks are stowed under their respective
scats. Both masks (identified with a red band on the supply hose)
supply 120 liters per hour.
(b) The passengers' masks are stowed under their respective seat. A
mask for the eighth seat is stowed behind the scat. The passengers'
masks arc identified with either a red or gold band on the supply
hose. The red band identified masks supply 120 liters per hour. The
gold band identified masks supply 90 liters per hour.
(c) Insure an adequate supply of both pilot and passenger masks.
(d) Check the oxygen pressure. The supply gauge should read 1850 psi
when full.
(e) Using pilot's mask, check for operation by momentarily opening
the control knob and noticing that flow indicator in tube of mask
shows flow. Oxygen pressure to the mask is indicated by the
absence of the red pellet, which is forced toward the mask.
(f) Brief passengers:
(1) Need for oxygen above 10,000 feet.
(2) How to determine flow
(3) Recognizing hypoxia
(4) No smoking, no oil near oxygen.
9-4, 2 of 4 REVISED: SEPTEMBER 24, 1982 9-4, 2 of 4 REVISED: SEPTEMBER 24, 1982
(g) Always remove fitting from receptacle and stow mask when not in
use. Oxygen will flow through mask whenever fitting is in
receptacle. with control knob "ON," Mask may be damaged if not
slowed.
(h) Oxygen masks should be cleaned and checked frequently.
Defective masks shou ld be replaced.
IN-FLIGHT
(a) Oxygen. "ON" (Pull control knob out. this allows the flow of
oxygen to all receptacles.)
(b) Insert fitting inlO receptacle. (This llllows now of oxygen through
mask.)
(c) Don mask. (CheCk oxygen flow indicator frequently.)
(d) Oxygen pressure - monilOr to determine supply.
(e) If the oxygen lan k has a pressure of 1850 psi when the use of
oxygen is begun, oxygen will be available as shown below:
Crew Passengers Oxygen Supply Range in Hours
25.76
1 12.88
2 8.58
3 6.44
4 5.15
5 4.29
6 3.68
7 3.22
With 2 Pilot's Masks Oxygen Supply Range in Hours
2 12.88
2 1 8.58
2 2 6.44
2 3 5. 15
2 4 4.29
2 5 3.68
2 6 3.22
Installation of the oxygen system does not affect the basic performance
information presented in Section 5 of this Pilot's Operating Handbook.

AND
SUPPLEMENT NO.2
FOR
ICE PROTECTION SYSTEM
(Approved for Flight into Known Icing Conditions)
SECTION 1 GENERAL

and FAA Approved Airplane Flight Manual when Icc Protection System
is installed per Piper Drawing 71155. The information contained herein I
supplements or supersedes the basic Pilot's Operating Handbook and FAA
FAA APPROVED !-?~';;""'L 'ft".4--

D. H. TROMPL
D.O.A. NO. SO-2
LAKELAND, FLORIDA
REVISED: FEBRUARY 27, 1980 1 of 18, 9-7 REVISED: FEBRUARY 27, 1980 1 of 18, 9-7
(a) The following must be observed for flight into known icing condi-
tions. The PA-3 1-325, when equipped as a night l.F.R.
aircraft, plus the required anti-ice and deicing equipment listed in
this supplement, is designed to allow ope rati on in the
meteorological conditions of the FAR Pari 25. envelopes for
co ntinuous maximum and maximum intermittent icing. The
airplane is not designed to operate for an indefinite period of time
in every icing condition encountered in nature. II must, therefore.
be emphasized that the pilot himself, is also an integral part of the
aircraft's Ice Protection System. Positive action on his part before
entering icing conditions, or as soon as icing is encountered, will
contribute immeasurably to the icc-flying capabilit ie s of the
airplane.
(b) Operation of surface deice boots is prohibited with wing flap
settings in excess of 150.
(c) With ice build-up on the unprotected surfaces, restrict landing flaps
to 150.
(d) In accordance with the FAR's, this airplane is not properly
equipped for flight into known icing conditions if any of the
equipment listed be low is not properly installed, functioning,
properly maintained and calibrated according to the FAR's. Pilots
are responsible for complying with the latest amendments to FAR
9 1 concerning required equipment.
(I) All equipment for night JFR is required.
a. Airspeed indicator
b. Magnetic direction indicator
c. Tachometer - each engine
d. Oi l pressure gauge - each engine
e. Stall warning indicator
f. Oil temperature gauge - each engine
g. Manifold pressure gauge - each engine
h. Fuel gauges
i. Fuel pressure indicator - each engine
j. Exhaust gas temperature gauge - each engine
Ie. Landing gear position indicator
I. Seat belts - each occupant
m. Very pistol and flotati on gear - if over water for hire
n. Emergency locator transmitter
o. Above J 2,500 feet-transponder with automatic altitude
reporting capability
9-8, 2 of 18 REVISED: FEBRUARY 27, 1980 9-8, 2 of 18 REVISED: FEBRUARY 27, 1980
p. .Position lights
q. Anti-collision lights
r. Alternator - each engine
s. Gyroscopic bank and pitch indicator
t. Instrument lights
u. Landing light, if for hire
v. Two-way radio for communication
w. Suitable and adequate navigation radio equipment
x. Gyroscopic rate of turn indicator
y. Bank indicator
z. Clock with sweep second hand
aa. Sensitive altimeter adjustable for barometric pressure
abo Gyroscopic direction indicator
ac. Free air temperature indicator
(2) Flight in positive control areas

a. Transponder
(3) The following additional equipment must be installed in

accordance with Piper drawings or in an FAA approved
manner. (Refer. Piper Dwg. No. 71155-3)
a. Pneumatic wing and empennage boots (including inboard
wing boots)
b. Electrothermal propeller boots
c. Pilot's heated windshield
d: Heated pitot
e. Ice detection light
f. Heated stalI warning transmitter
g. Non-icing heater air inlet
h. Heater combustion air alternate source
i. Forward heater
j. Ice shields
k. Prop control deicer boot
1. 'A' - 'B' pneumatic system
(4) The following equipment is required and is normally part of

the standard airplane:
a. Alternate static system
b. Elevator balance boot
c. Direct vision window
(a) Single engine approach:
NOTE
Use this special procedure if two boot cycles

have been required prior to approach
(approximately 112 to 3/4 inch of ice build up).
(I) Flaps 0 Approach

15 When landing is assured
Approach speed ] 08 KIAS
(b) Single alternator: In the event of an engine failure or alternator

failure during icing conditions:
(I) Both engines operating - one alternator failed:
a. Attempt to reset alternator over voltage relay.
b. Check circuit breakers.
(2) If unable to restore alternator or engine is feathered:

a. Turn off all avionics except one Nav/Com and trans-
ponder.
b. Turn off heated windshield to maintain 60 amp. load.
c. If icing conditions continue, attempt to avoid and
terminate flight as soon as practical.
d. Prior to landing, slow the aircraft and turn windshield heat
on and defroster full on.
NOTE
Heavy ice buildup on the windshield may not

clear with heat application. The side window or
direct vision window will be required for
landing.
(a) Prior to dispatch into known icing conditions all ice protection
equipment should be functionally checked.
NOTE
The heating element for the staIJ warning

operates on reduced power on the ground.
(b) Prior to entering suspected icing conditions (visible moisture

below 32F) activate the following equipment:
(I) Pitot Heat/Stall Warning
(2) Windshield Heat
(3) Propeller Deice
(c) Activate the following while encountering icing at pilot's discretion.

(1) Pneumatic Deicer Boots
WARNING
Do not cycle boots with less than 1/4 to 3/8

inch of ice accumulation. Continuous cycling
of boots during some types of ice encounters
may result in failure to remove ice.
(2) Heater and Defroster

(3) Ice Detection Light (night as required)
(4) Engine Alternate Air (only if loss of power is suspected).
SECTION 5 - PERFORMANCE
Some handling and performance changes can be experienced with ice

buildup on unprotected surfaces. At exactly what point the handling and
performance changes become noticeable cannot be determined; therefore, if
two boot cycles have been required (approximately 1/2 to 3/4 inch buildup),
the following procedures and performance degradation should be observed:
(a) Climb Performance:

Climb performance may be significantly reduced in prolonged
icing encounters. Multi-engine and single engine service ceilings
may be reduced below 24,000 feet and 12,000 feet respectively.
Climb rates may be reduced as much as 100 FPM.
~
is
is
z
o
o
t
z
z
j
50
n. BARRIER _
0
WINO _ KT$ ,
30
20
10
0
PA-31-325
"500
WEIGHT _ LBS.
15500
6500
co
lO
OUTSIDE AIR TEMP. _ C
20
10
0
-10
20
lO
-
"'-'"...,-
0
"'"'
--z
i!..,
nO
0"
'Pit!:,!,
o 0 ("l
~'"
:~
~"
"0'''''"
~>
~ ">
~~
z
" '--
n
=:
-.
-
!:i
5(1
....RRIER _ FT.
0
W,,.O -KTS.
30
20
10
0
PA-31-325
4500
WEIGHT - US .
HoOO
6500
~
30
20
OUTSIDE AIR TEMP. _ C
10
0
_10
-20
310
-
n>"
!~.,
"'''''''
..... .,
f:l"
5i t::I"
\:ao<(')
\:'d~ O~
~"tI'I
ftc:O
'nc:=rn
,COO
ciO' =~~
.~~C
a~ ~Z
;'trjO
__ <2
. r:z
~t"t"
~,,>
(")
(b) Cruising Speeds:

Cruise speed may be significantly reduced in prolonged icing
encounters. If icing conditions arc encountered at altitudes above
20,000 feet, It mny be necessary to descend in orueT to maintain
airspeed above best rate of climb speed (102 K1AS).
(c) Landing Performance:

Landing distances ate increased s ignificantly when it becomes
neCessary to execute a landing with icc buildup on the unprotected
surfaces. The in cre ased distances are primarily due to the
associated higher approach speed and restricted flaps required. See
Figures 91 and 93 for the associated landing performance charts.
The approach procedure is:
Flaps 15 maximum
Approach speed 108 KIAS.
SECTION 6 WEIGHT AND BALANCE
Installation of the Iota I Ice Protection System (per Piper drawing

711553) is included in the weight and balance information presented per
the Equipment List
SECTION 7 DESCRIPTION AND OPERATION OF ICE

PROTECTION SYSTEMS AND EQUIPMENT
(a) WING AND EMPENNAGE DEICING (Refer to Figure 7-29)

Pneumatic wing and empennage boots are installed on the
leading edges of the wings, the vertical stabilizer (fin) and the
horizontal stabilizer. A constant suction is applied to all of the
surface deicer boots by an ejector to provide smooth streamlined
leading edges during normal operation with the deicing system off.
The ejector assembly utilizes air pressure supplied by the
pneumatic system to obtain a vacuum to hold the boots in the flat,
deflated condition.
The deicing system is controlled by a momentary on type

control switch. When this WING DEICE switch is actuated, the
boots perform one complete inflation cycle. The switch must be
actuated for each additional inflation cycle. This allows the pilot to
manually select boot inflation in nny desired time interval, that
icing conditions require. After each inflation cycle, the timer

automatically resets to allow the inflation cycle to begin when the
switch is actuated.
Actuation of the momentary switch triggers a system cycle

timer, which in turn shifts the two stage regulators to high pressure
(18 psi), opens the' A' system solenoid valve to send air to the wing
boots, and cuts off air to the copilot's gyros (when installed). After
six seconds, the' A' system solenoid is closed and the 'B' system
solenoid is opened to send air to the tail boots for six seconds. At
the completion of the tail cycle, the 'B' system solenoid closes, the
two stage regulators return to low pressure (gyro pres.) and the
copilot's air supply resumes.
When the inflation cycle is completed, the deicer solenoid

valves permit overboard exhaustion of the pressurized boots.
Suction is then reapplied to the deicer boots to hold them close to
the airfoil surfaces
Two blue indicator lights with press-to-test and dimming

features, illuminate when each surface deicer boot system inflates
to a predetermined pressure. Illumination of the indicator light is
controlled by a pressure sensitive switch connected to the deicer
pressure lines (one in the' A' system and one in the 'B' system).
To insure good ice shedding, the boots should be clean and

free of any oils or dirt and in good condition. No special coating is
required.
Ice shedding may be slightly improved by the application of

B.F. Goodrich Icex. It is authorized for use and has been tested in
natural icing. The manufacturer's instructions (B.F. Goodrich)
must be followed explicitly.
(b) ELECTRIC PROPELLER DEICERS

Electrothermal propeller deicer pads arc bonded to the leading
edges of the propeller blades. Each deicer pad has two separate
heaters, one for the outboard and one for the inboard half. (Refer
to Figure 9-5.)
The system is controlled by an on-off type PROP DE-ICE

switch located in the overhead switch panel and the circuit is pro-
tected through a circuit breaker in the circuit breaker control panel.
When the switch is actua ted, power is supplied to the system timer.
The PROP DE-ICER ammeter is connected in series between the
switch a nd the timer to monitor the current through the propeller
deicing system. With the propeller deicing system ON. the ammeter
needle should be within the green arc on the face of the ammeter
for a normal reading.
Power from the timer is cycled to brush assemblies which

distribute power to modified starter ring gears incorporating slip
rings. The current is then supplied through the slip rings directly to
the electrothermal propeller deicer pads.
Deicing is accomplished by heating the outboard and then the

inboard half of the deicer pad s in a sequence con trolled by the
timer. The heating sequence of the deicer pads is according to the
fo llowing cycle:
(I) Outboard halves of the propeller deicer pads on the right
engine. (30 seconds)
(2) Inboard halves of the propeller deicer pads on the right
(3) Outboard halves of the propeller deicer pads on the left
engine. (30 second s)
(4) Inboard halves of the propeller deicer pads on the left
When the system is turned on, heating may begin on anyone

of the above steps, depending upon the positi oning of the timer
switch when the system was turned off from previous use. Once
begun, cycling will proceed in the above sequence and will continue
until the system is turned off.
A prenight check of the propeller deicers can be performed by

turning the PROP DE-ICE switch on and feeling the deicer pad s
for proper heating seque nce. The deicer pads should be warm to
the touch. A less vigo rous test can be made by turning the switch on
and off four times and noting that the ammeter needle goes to the
green arc each time.
The heat provided by the deicer pads reduces the adhesion

between the ice and the propeller so that centrifugal force and the
blast of airstream cause the ice to be thrown off the propeller
blades in very small pieces. This ice can produce minor damage to
the fuselage if ice shields have not been installed.
CAUTIONS
When conducting the above described ground

test, do not operate system longer than two
complete cycles.
If the ammeter reading is less than in the green

arc this indicates that one or more of the pads is
not functioning. If propeller deice is used under
this condition the pilot can expect an uneven
build up of ice with consequent undesirable
vibration.
Ice shields are installed on both sides of the fuselage nose

adjacent to the propeller. These are installed to prevent excessive
damage due to slivers of ice shed from the propeller impacting on
the nose skin.
(c) ELECTRICALLY HEATED WINDSHIELD

The electrically heated windshield, used to prevent exterior
I
icing and interior fogging, is controlled by the WINDSHIELD
HEAT switch. With the engines running, a preflight check can be
made by activating the control switch. The windshield is operating
properly if it feels warm to the touch.
Ground operation should be kept to a minimum to prevent

overheating of the windshield. Distorted vision or small bubbles in
the plastic of the windshield may indicate an overheat condition.
The exterior surface of the windshield has a Nesa coating to

prevent- static discharge. Use care when cleaning (refer to Section 8 -
Airplane Handling, Servicing and Maintenance).
'-.J\.
.r \.
/ \
I
/ \
\
\
..... -
.-- -- ...... -.... \
'. .. " 4:
( '\ \
\ ,"
\ \ \
\, \
.,
"
~
'
\
\.
ELECTRIC PROPELLER DEICING SYSTEM
Figure 9-5
Windshield heat must be activated prior to entering suspected

icing. Sudden penetration into a severe encounter with the heat off
may cause a rapid build that will bridge the heating element when it
is turned on.
NOTE
If windshield wipers are installed. do not

operate them during or after an ice encounter
when ice is accumulated on either the wiper or
windshield.
(d) PITOT STATIC SYSTEM

Dynamic and static air pressure for operation of the airspeed
indicator is supplied by the pitot static system (Refer to Figure 7-,
27). The system also supplies static air pressure to the altimeter and
the vertical speed indicator.
A heated pitot head is mounted under the nose section.

forward of the nose gear doors. Total pressure is extracted by the
pitot head and routed directly to the airspeed indicator. Provisions
have been made for installation of an additional pitot head if dual
instruments are desired. The second pitot head is mounted to the
right of the existing head under the nose.
Static source pads (pickups) are located on both sides of the

fuselage forward of the horizontal tail. They connect to a single line
leading to the instruments. Dual pickups are provided to reduce
side slip effects on the airspeed indicator.
An alternate static source valve is mounted below the left

segment of the instrument panel near the pilot's left knee. To
actuate. push the lever up and to the left. locking the valve in the
open position. When the alternate static source is selected. the
pilot's airspeed indicator. altimeter and rate of climb indicator
utilize cabin air for static pressure. Under these conditions the
altimeter and airspeed indicator readings will be higher than
normal.
Pilot heat is provided 10 prevent ice ncculIlullltions from

blocking the pitot head pressure inlet and restricting pressure to
the airspeed indicator. Switches for the pitot heat arc located in the
overhead switch panel. Pitot covers arc prov ided with each pilot
head und should be installed when the airplane is parked to prevent
insects and rain from entering the pitot head. A partially or com-
pletely bloc ked pitot system will cause erratic or zero readings on
the airspeed indicator.
NOTE
Before each flight, insure that pitol covers have

been removed.
Ce) ICE DETECTION LIGHT

Wing ice may be detected during night flight with thc use of an
icc detection light installed in the outboard side of the left engine
nacelle. The light is controlled by a WING INSPECTION switch.
Circuit protection for the icc detection Ijght system is provided in
the panel by a push-to-reset circuit breaker.
(f) HEATED STALL WARNING TRANSMITTER

The healed stall warning transmiller located on the right
wing, signals 5 to 10 knots prior to the stall. This unit is electrically
heated when the pitot heal is ON and weight is off the landing gear.
It will keep ice from accumu lating on the transmitter if on prior, to
an encounter, but may not remove it if turned on after ice builds
up. When icc hlls lIccumulated on unprotected surfaces of the
airplane, the staH speed may increase significantly. A substantial
margin above the normal stall speed should be maintained.
NOTE
Do not attempt to activate this heater by

disengaging gear switch or while on jacks, it will
damage the unit,
(g) HEATING VENTILATING AND DEFROSTING (Refer to

Figure 7-33.)
Controls to regulate cabin air temperature and provide fresh air
ventilation and heated air for defrosting are mounted in the cabin
air control panel below the right segment of the instrument panel.
They include a three position forward heater switch, a momentary
on START/RESET switch and temperature, defroster, heater air
inlet and outside air control levers. A cabin exhaust control is
mounted directly above the cabin air control panel. Provision for
mounting an aft heater (optional) switch have also been made on
the panel.
The heating system is designed to provide maximum comfort

for the occupants during winter and cool weather flights. A 35,000
B.T.U.lHr. Janitrol combustion heater furnishes the hot air source
for cabin heating and windshield defrosting. The heater is mounted
in the nose section and is accessible through a removable panel on
the right side.
Operation of the heater is controlled by two switches: a three-

position forward heater switch marked FAN, OFF and HEAT and
a momentary on switch marked START/RESET. Selecting the
HEAT position and momentarily depressing the START/RESET
switch activates the heater regulator/shut off valve, allowing fuel to
flow from the right fuel cell to the combustion heater, and simul-
taneously ignites the heater.
The heated windshield will generally maintain the inner

surface of the windshield clear of fog, however the heater and
defroster should be engaged upon entering icing conditions.
HEATER NONICING INLET SCOOP

Figure 97
Additional heater icc protection is provided by a special

N.A.C.A. non-icing inlet scoop and an alternate air source for the
heater combustion air (Refer to Figure 9-7).
NOTE
During preflight inspection, the healer inlet

scoop must be checked for foreign objects (bird
nesls, CIC.). A screen cannot !olcrmc icing and
is. therefore, not prescnt in this scoop.
(h) PNEUMATIC SYSTEM (Refer to Figure 7-29.)

The pneumatic system suppl ies air pressure to operate the air
driven gyros. Pressure is also supplied to the surface deicing boots.
Basically, the pneumatic system is divided into two

independently ope rated pressure supply systems: the left engine
supply and the right eng ine supply. Both systems utilize a common
manifold check valve and pressure guuge. Each s ide of the
pneumat ic system incorporates its own inlet, inlet filter. eng ine
driven pneumatic pump, regulator and inline filter. Recessed
inlets, just aft of the fire wall on the bottom-ou tboard side of the
eng ine nacelle, extract constant supplies of outside air, which are
passed through inlet filters and directed to the left and right engine
driven pneum atic pumps. Air pressure from each pump is then
routed to its respective pressure regulator. Eac h pressure regulator
has its own adjustment to provide a means of setti ng the pump
outlet pressure. Any airflow supplied by the pumps in excess of the
adjusted setting is expelled from the system at the regulators.
Regulated air pressure is then passed through a .3 micron inline
filter for further protection against contaminated air reaching the
instru ments. Once filtered, pressure from the left engine supply
and pressure from the right engine supply are united in a manifold
check valve, common to both s ides of the system. The manifold
check valve supplies a single outlet line to the gyros. In the event
one of the engine driven pneumat ic pumps fail, the olher side of Ihe
system can maintain air pressure to the gyros and/or deicers. Air
pressure supplied by the sys tem is utilized to operate the altitude
gyro and the directional gyro and ex hausted through a bulkhead
forward of the instrument panel.
Each pressure pump is capable of operat ing the air driven

gyros and the pneumatic deicers up to si ngle engine serv ice ceili ng
and with both pumps operating normally. up to the maximum
approved altitude of the ai rplane.
A gyro pressure gauge, mounted in the right segment of the

instrument panel. indicates system pressure in inches of mercury.
A graduated green arc on the face of the gauge indicates pressure
readings within normal operating limits. Two annunciator lights.
mounted in the annunciator panel, provide a visual warning to the
pilot that either the right or left pneumatic sou rce is inoperative.
The lights arc placarded, L. PNEU . INOP. and R. PNEU. INOP.
(i) RADAR
It should be noted that a light icc encounter can render the
radar useless due to beam reflection off the ice layer on the radome.

AND
SUPPLEMENT NO.3
FOR
FCS-810 AFCS WITH FLIGHT DIRECTOR INSTALLATION
SECTION 1- GENERAL

and FAA Approved Airplane Flight Manual when the FCS-810 with the
FC-823F Flight Controller is installed per the Equipment List. The infor- I
mation contained herein supplements or supersedes the basic Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual only in
those areas listed herein. For limitations. procedures and performance
information not contained in this supplement. consuH the basic Pilot's
Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED ~~~"--

D~OMPLER
D.O.A. NO. SO-2
LAKELAND. FLORIDA
(a) Autopilot OFF during takeoff and landing.

(b) Do not engage autopilot if airplane is out of trim. For autopilot
operation after engine failure, disengage, manually trim and
re-engage autopi lot.
(c) Maximum airspeed for autopilot operation is 224 KIAS, below
12,000 feet. Decrease (3 KTS) per thousand feet above 12,000 feet.
(d) During autopilot operation, the pilot must be in his seat with the
safety belt fastened.
(e) Do not manually override autopilot to produce or prevent pitch
attitude changes or to increase bank angle.
(f) As the autopilot may mask high control forces necessary to counter
an asymmetric ("split") flap condition, actuate the flaps only while
the airplane is under manual control - not while the autopilot is
engaged. Autopilot operation not authorized with greater than
15 of flap extension.
(g) Maximum altitude for autopilot operation is 24,000 feet.
(h) Do not engage the altitude hold mode with vertical speeds in excess
of 1500 feet per minute.
(a) Autopilot
(l) In the event a malfunction in the autopilot performance is
detected, the pilot must immediately disengage the autopilot
by momentarily pressing the TRIM/AUTOPILOT DIS-
CONNECT SWITCH. This switch is on the left side of the
pilot's control wheel.
(2) Maximum altitude loss during malfunction tests in the
following flight configuration.
a. Cruise, Climb 160 feet
b. Descent 200 feet
c. ILS Approach (with all engines operating) 100 feet
d. ILS Approach (with one engine inoperative) 100 feet
9-26, 2 of 10 REVISED: JULY 8, 1980 9-26, 2 of 10 REVISED: JULY 8, 1980
(b) Single-Engine Operating

(1) Autopilot performance has been satisfactorily demonstrated
during simulated failure of one engine. In the event that the
pilot elects to continue single-engine operation with autopilot,
disengage the autopilot; re-trim the aircraft for single-engine
operation; and re-engage the autopilot.
(2) Do not initiate single-engine go-around in coupled GA mode.
After aircraft is stabilized and trimmed out in single-engine
climb, autopilot may be engaged.
(c) Pitch Trim

(I) if trim warning light illuminates in flight, or if electric trim
runs at any time without actuating the trim switch, turn trim
ON-OFF switch OFF, pull the pitch trim circuit breaker, and
have system inspected prior to operation.
(2) If the trim circuit breakCl' releases, or the trim follow-up
becomes inoperative during autopilot operation, disengage
the autopilot and pull the trim circuit breaker.
SECTION 4 - NORMAL OPERATING PROCEDURES
(a) Manual Electric Trim

Manual electric trim is provided as standard equipment with
the autopilot installation. The manual electric trim system is
powered through the aircraft masterswitch, and a trim ON-OFF
switch, located on the left side of the pilot's control wheel, both of
which must be on for electric trim operation. A circuit breaker,
located on the circuit breaker panel, provides circuit protection.
Electric trim is obtained by actuating the electric trim switch on the
pilot's control wheel in the desired direction.
PREFLIGHT
(a) Flight Director Autopilot

(I) FD/AP MASTER SWTlCH - Turn FD/ AP Master Switch
to ON.
(2) The Flight Director incorporates n Director Horizon in lieu of
the conventional Artificial Horizon. In addition to supplying
attitude information to the compu ter the Director Horizon
displays comma nd s which receive information from the
compu ter in the same manner as the autopilot servos. By
maneuvering the aircraft to satisfy the commands, the pilot is
acting in the same manner as the autopilot servos.
(3) Adjust pitch command or depress pitch SYNC button to align
the commands with the fixed reference of the Director
Horizon.
(4) BEFORE TAKEOFF - Engage the autopilot, apply a force to
the controls (on one axis at a time) \0 determine if the autopilot
may be overpowered.
a. Press HDG, NAV, APPR, ALT, OS PUSH MAN , and
REV buttons one at a time, and check respective lights on
the Flight Controller for operation.
(b) Manual Electric Trim

( I) Trim Warning Light - OUT
(2) Actuate electric trim switch and observe proper direction of
movement of manual trim wheel - CHECK
(3) Manual Tri m Wheel Freedom of Movement - CHECK
(4) Press the press-to-test bulton in the area of trim warning light.
Light shou ld light while being pressed and trim shou ld not run.
If trim runs, or if the light docs not illuminate, turn trim ON-
OrF switch OFF, pu ll trim c ricuit brellker, :LIlt! do not re~ct
untillhe problem has been corrected .
(5) Turn trim ON-OFF switch to OFF. Push trim switch to UP or
DN. Trim should not run.
(6) Turn TRIM ON-OFF switch ON.
(7) Recheck aircraft pitch trim prior to takeoff.
IN-FLIGHT
NOTE
When engaging the autopilot, the pitch syn-

chronizer will automatically stabilize the air-
craft in the pitch attitude existing at the time
of engagement.
(a) Engagement
(I) Manually adjust aircraft trim in WINGS-LEVEL attitude
prior to engaging autopilot. Press the AP ENGAGE BUTTON
which will light upon engagement. To climb, actuate the pitch
rocker switch to UP. To descend, actuate the pitch rocker
switch to ON.
(2) PITCH SYNC BUTTON - Pressing and holding the PITCH
SYNC button, located on the pilot's wheel, disengages the
pitch axis to allow the pilot to manually change the aircraft
pitch attitude. The pitch trim indicator, when centered,
indicates to the pilot that the autopilot has synchronized to
the aircraft pitch attitude. While the PITCH SYNC button is
depressed, manual electric trim may be actuated without
disengaging the autopilot. When the PITCH SYNC button is
released, the pitch axis will again engage, synchronized to the
new pitch attitude. SYNC will cancel GS, ALT, or GA modes.
(b) Automatic Pitch Trim

Automatic pitch trim is provided whenever the autopilot is
engaged. Any attempt to overpower the autopilot pitch axis wiJI
cause the pitch trim to oppose the applied force. resulting in an out-
of-trim condition.
(c) Manual Electric Trim/AP Disengage

During normal AP operations, actuation of the trim switch in
either direction disconnects AP and electric trim is immediately
available. The electric trim system design is such that a single fault,
other than a stuck switch will not cause a runaway trim. Other
faults will be indicated by the trim warning light or by a preflight
check. Illumination of the trim warning light indicates that a single
fault has occurred, but trim will not run away. (See Emergency
Pitch Trim Procedures.)
(d) Altitude Hold

The ALT button may be depressed at any time the verlicul speed is
less than 1500 feet per minute. Aircraft pressure altitude will be
held when the autopilot altitude hold is engaged. Momentarily
actuating the pitch rocker switch in either direction, engagement of
the glide slope or press ing the PITCH SYNC switch disengages
the itltitude holtl funct io n.
NOTE
The altitutle controller attempts to maintain

the aircraft at the selectetl altitude by changing
the pitch nttitude of the aircraft. The human
pilot must then maintain pow er sett ings to
assure a safe airspeetl. In leve l flight, the
autopilot should ho ld altitude within 20 feet of
the pre-selected altitutle; however, during turns
there may be altitude excurs ions greater thlln
20 feet, but in no instance should the excursions
be greater than 100 feet.
NOTE
If for any reason the selected altitude is

deviated from by itpproximately 300 feet, the
altitude co ntro ll er will recycle to the new
altitude.
(e) Heading Mode

The heading knob on the Horizontal Situation Display (HSD)
may be used to se lect a heading prior to push ing the HDG button .
When the HDG button is pressed, the button will light and the
aircraft will turn to the selected heading in the direction which is
less Ihan 180, nod al a bank angle of no more than 25 .
(f) En Route Navigation
NOTE
There arc two methods of intercepting a VOR radial.
(I) Variable Intercept Angle With th is method . the pilot may

preselect any intercept angle desired.
a. After identifying des ired omni sUli ion, select desired omni
course by rotating the CRS knob on the HSO until the
course se lect pointer aligns with the desired omni course.
b. Position the heading bug to se lec t the desired intercept
angle by rotating the HOG knob on the HSD. The number
of deg rees between the cou rse select pointe r and the
head ing bug is the intercept angle. The pi lot should not
select an intercept angle less Ihlln 20, or more than 90.
c. Simu ltane o us ly press HOG and NAV buttons on th e
controJter. HOG and NAV buttons wiJt light. The aircraft
will turn toward the he ading se lected until the lateral
deviation needle moves approxi mate ly one dot away
from fuJt deflection. At this time, the HDG button light
on the controller will go out and the aircraft will assume
a normal 45 intercept angle.
(2) Fixed Intercept Angle

a. After identifying the des ired omni station, se lect desired
omni course on the HSD by rotating the CRS knob until
the cou rse se lec t pointer aligns with the desired omni
course.
b. Press the NAV button. Button light comes on. Aircraft
will turn left or right, depending upon the relation of the
aircraft heading to that of the selec ted omni bearing. If
the omni beari ng se lected is le ss than 120 from the
lIircraft heading when the NAV mode is selec ted, the
aircraft will turn toward the selected omni cou rse. At
angles of 120 or greater, lhe aircraft will turn away from
the selected omni course and con tinue to turn through
the larger angle until a proper intercept angle is established.
In either case, the aircraft will assume an intercept course
which will be no greater than 45 to the selected omni
course.
(g) Automatic Approach Coupler
NOTE
There a1'e two methods of intercepting the localizer.
(I) Variable Intercept Angle - This method is recommended when

being vectored towaf(~ the localizer, by approach control.
with the HDG and APPR modes engaged.
a. Align course arrow with the published inbound course by
rotating the CRS knob on the HSD.
b. Position the heading bug to select the desired intercept
angle by rotating the HDG knob on the HSD.
c. Simultaneously press HOG and APPR buttons on the
controller. HOG and APPR buttons will light. Aircraft
will turn toward the hcading selected until the lateral
deviation needle moves approximately one dot away
from full-deflection. At this time. the HOG bUllon light
on the controller will go out and the aircraft will assume
a normal 45 intercept angle.

a. Align the course select pointer with the published
inbound course by rotating the CRS knob on the HSD.
b. Press the APPR button on the controIler. The APPR
button will light and aircraft wiIl turn left or right,
depcnding upon the relation of the aircraft heading to
that of the localizer inbound heading. Aircraft will
automatically assume an intercept course of no more
than 45 to the localizer. For the reason explained in
. Paragraph (f)(2)b . do not select APPR until the aircraft
heading is Jess than 120 from the localizer inbound
heading.
(3) Glide Slope

a. Automatic Engage
Glide slope is automatically armed and the aircraft will
bracket the glide slope and begin a rate of descent
commensurate with the glide slope angle. The pilot must
maintain airspeed with power, providing the following
conditions are met:
1. The APPR button is pressed.
2. The aircraft must approach the glide path from below.
3. Aircraft is established on localizer beam at least 20
seconds pdor to glide slope interception.
4. The glide slope pointer is centered.
b. Manual Engage
If desired, glide slope may be captured manually by
actuating glide slope button when glide slope pointer
centers, provided the lIircraft is in approach mode.
c. Glide Slope Mode
1. When the aircfllft couples to the glide slope signal,
the GS PUSH MAN light on the controller will light,
and ALT light extinguishes.
2. Glide slope may be disengaged while flying the
localizer by pressing ALT, HDG or NAV button
on the controller; actuating pitch rocker switch;
depressing the GA button; or pitch SYNC button.
d. Back Course Localizer
For a back course localizer approach, select the localizer
front course inbound heading. Press REV button on
controller. Both APPR and REV button lights will light,
indicating to the pilot that he is in both the localizer and
reverse modes.
e. Go-Around
Go-around switch may be pressed any time the pilot
decides not to continue the approach to landing. Pressing
the GA switch will calise the aircraft to automatically
assume a pitch attitude of approximately seven degrees
nose-up. (Pilot must adjust power settings to maintain
airspeed.) Aircraft will continue to track localizer. GA
light on controller will light. if a missed approach heading
is selected and HDG button pressed, aircraft will turn to
the selected heading, and remain in a pitch-up attitude of
approximately seven degrees. Movement of the pitch
rocker switch. pressing the pitch SYNC button, or ALT
button will disengage the GA mode.
f. Go-Around Procedurc for this aircraft is:

t. Press GA button.
2. Apply maximum continuous power.
3. Retract landing gear.
4. When established in climb, disengage the autopilot,
bring flaps to 0 and re-engage the autopilot.
g. AP Release Switch
If the approach is carried to complction, the Trim/
Autopilot Disconnect switch must be momentarily pressed
prior to landing, thus disconnecting the automatic pilot
and returning the aircraft to manual control for com-
pletion of the landing.
Installation of the PCS-Sl 0 APCS does not affect the basic Performance
information presented by Section 5 of this handbook.

AND
SUPPLEMENT NO.4
FOR
FCS810 AFCS WITHOUT FLIGHT DIRECTOR INSTALLATION
SECTION 1 GENERAL

and FAA Approved Airplane Flight Manual when the FCS-8JO with the
FC 823EFlight Controller is installed per the Equipment List. The infor-I
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement, consult the basic Pilot's
FAA APPROVED ----"~""'F--1-.::"=---'"

D.H.T~
~=~-1-=_____
D.O.A. NO. SO-2
LAKELAND, FLORIDA
SECTION 2 - LIMITATIONS
(u) Autopilot OFF during takeoff and landing.

(b) Do not engage autopi lot if airplane j's out of trim. For autopilot
operation after eng ine failure, disengage, manually trim and
re-engage autopilot.
(c) Maximum airspeed for autopilot operation is 224 KIAS below
12,000 feet. Decrease (3 KTS) per thousand feet above 12,000 feel.
(d) During uutopilot operation, the pilot must be in his scat with the
(e) Do not manually override autopi lot to produce or prevent pitch
attitude ch~mges or to increase bank angle.
(f) As the autopilot may mask high control fo rces necessary to counter
an asymmetric ("split") flup cond ition, aClUate the flaps only while
the airplane is under manual control - not while thc autopilot is
engaged. Autopilot operation not authorized with greater than
15 of flap extens ion.
(g) Maximum altitude for autopilot operat ion is 24,000 feet.
(h) Do not engage the altitude hold mode with the vertical speeds in
excess of 1500 feet per minute .
(a) Autopilot
(I) In the event a malfunction in the autopilot performance is
detected, the pilot must immediately disengage the autopilot by
momentarily pressi ng Ihe TRIM / AUTOP I LOT DiS-
CONNECT SWITCH. This switch is on the left side of the
pi lot's control wheel.
(2) Max imum alti tud e loss during malfunct io n tests in the
follow in g flight con figuration.
u. Cruise , Climb 150 feet
b. Descent 200 fee t
c. ILS Approach (w ith all engines operating) 100 feet
d. ILS Approach (with one engine inoperative) 100 feet
(b) Single-Engine Operntion

(I) Autopilot performance has been satisfactorily demonstrated
during simulated failure of one engine. In the event that the
pilot elects to continue single-engine operation with autopilot,
disengage the autopilot; re-trim the aircraft for single-engine
operation; and re-engage the autopilot.
(2) Do not initiate single-engine go-around in coupled GA mode.
After aircraft is stabilized nnd trimmed out in single-engine
climb. autopilot may be engaged.
(c) Pitch Trim

(I) If trim warning light illuminates in flight. or if electric trim runs
at any time without actuating the trim switch, turn trim ON-
OFF switch OFF, pull the pitch trim circuit breaker. and have
system inspected prior to operation.
(2) If the trim circuit breaker releases, or the trim follow-up
becomes inoperative during autopilot operation. disengage the
autopilot and pull the trim circuit breaker.
SECTION 4 NORMAL OPERATING PROCEDURES
(a) Manual Electric Trim

Manual electric trim is provided as standard equipment with the
autopilot installation. The manual electric trim system is powered
through the aircraft master switch, and a trim ON-OFF switch,
located on the left side of the pilot's control wheel, both of which
must be on for electric trim operation. A circuit breaker, located on
the circuit breaker panel, provides circuit protection. Electric trim is
obtained by actuating the electric trim switch on the pilot's control
wheel in the desired direction.
PRE-FLIGHT
(a) Autopilot
(I) Turn the autopilot master switch to "ON."
(2) Check attitude gyro for proper erection. Set the directional
gyro, if manual slaving type.
(3) Depress the Pitch SYNC Button to center trim indicator.
(4) Engage the autopilot; apply a force to the controls (one axis at a
time) to determine if the autopilot may be overpowered.
(5) Press HOG, NAV, APPR, ALT, GS PUSH MAN, ami REV
buttons, one at a time and check respective lights on flight
controller for proper operations.
(b) Manual Electric Trim

(I) Trim Warning Light - OUT
(2) Actuate electric trim . switch and observe proper direction of
movement of manual trim wheel - CHECK .
(3) Manual Trim Wheel Freedom of Movement - CHECK
(4) Press the presS-Io-test button in the area of trim warning light
Light should light while being pressed and trim should not run.
If trim runs, or if light docs not illuminale lurn trim ON-OFF
switch OFF, pull trim circuit breaker, and do not reset until the
problem has been corrected.
(5) Tum trim ON-OFF switch to OFF. Push trim switch to UP or
ON. Trim shou ld not run.
(6) Turn TRIM ON-OFF switch ON.
(7) Recheck aircraft pitch trim prior to takeoff.
IN-FLIGHT
NOTE
When engaging the autopilot, the pitch

synchronizer will automatically stabilize the
aircraft in the pitch attitude existing at the time
of eng<lgcment.
(a) Engllgemcnt
(I) Manually adjust lIircraft trim in WINGS-LEVEL attitude
prior to engaging autopilot. Press the AP ENGAGE BUTTON
which will light upon engagement . To climb, lIctuate the pitch
rocker switch to UP. To descend, actU:He the pilch rocker
switch to ON.
(2) PITCH SYNC BUTTON - Pressing and holding the PITCH
SYNC button, located on the pilot's wheel, disengages the
pilch axis to allow the pi lot to mnnually change the aircraft
pitch attitude. The pitch trim indicator, when centered .
indicates to the pilot that the aUlOpilot has synchronized to the
aircraft pitch attitude. While the PITCH SYNC button is
depressed, manual eleclrie trim may be actuated without
disengaging the autopi lot. When the PITCH SYNC bulton is
released, the pitch axis will again engage, synchronized 10 the
new pitch attitude. SYNC will cancel GS, ALT, or GA modes.
(b) Automatic Pitch Trim

Automatic pitch trim is provided whenever the autopilot is
engaged. Any attempt to overpower the autopilot pitch axis will
cause the pitch trim to oppose the applied force, resulting in an out
oftrim condition.
(c) M<lnual Electric TrimlAP Disengage

During normal AP operations, actuation of the trim switch in either
direction disconnects AP and electric trim is immediately available.
The electric trim system design is such that a single fault, other than
a stuck switch will not cause a runaway trim. Other faults will be
indi catcd by the trim warning light or by a pre-flight check.
Illumination of the trim warning light indicates that a single fault
has occured, but trim wi11 not nm away. (See Emergency Pitch Trim
Procedures.)
(d) Altitude Hold

The ALT bunon may be depressed at any time the vertical speed is
less than 1500 feet per minute. Aircraft pressure altitude will be held
when the autopilot altitude hold is engaged. Momentarily actuating
the pitch rocker switch in either direction. engagement of the glide
slope or pressing the PITCH SYNC switch disengages the ailitude
hold function.
NOTE
The altitude contro ller attempts to maintain

the aircraft at the selected altitude by changing
the pitch attitude of the aircraft. The human
pilot must the n maintain power settings to
assure a safe airspeed. In level flight. the
autopilot should hold altitude within 20 feet of
the pre-selected altitude; however, during turns
there may be altitude excursions greater than
20 feet, but in no instance should the excursions
be greater than 100 fect.
NOTE
If for any reason the selected alt itude is
deviatcd from by approximalcly 300 feet, Ihe
altitude conlrollcr will rccycle to Ihe new
ultitudc,
(e) Heading Mode

The heading knob on the Horizontal Situation ~isplay (HSO) or
OG may be used to select a heading prior to pushing the HOG
button. When the HOG button is pressed, the button will light and
the aircraft will turn to the selected heading in the direction which
is less than 180, and at a bank angle of no more than 25.
(f) En Route Navigation
NOTE
There are two methods of intercepting a VOR

radial.
(I) Variable Intercept Angle - With this method, the pilot may
preselect any intercept angle desired.
a. After identifying desired omni station, select desired omni
course by rotating the CRS knob on the HSO or NAV
indicator until the course select pointer aligns with the
desired omni course.
angle by rotating the HOG knob on the HSO or DG. The
number of degrees between the course select pointer and
the heading bug is the intercept angle. The pilot should not
select an intercept angle less than 20, or more than 90.
c. Simulatneously press HOG and NAV buttons on the
controller. HOG and NAV buttons will light. The aircraft
will turn toward the heading selected until the lateral
deviation needle moves approximately one dot away from
full deflection. At this time, the HOG button light on the
controller will go out and the aircraft will assume a nomlal
45 intercept angle.
NOTE
If the NAV indicator is not equipped with a

course datum synchro, the heading bug must be
reset to the same heading as the course select
pointer when the HOG light goes out.

a. After identifying the desired omni station, select desired
bmni course on the HSD or NAY indicator by rotating the
CRS knob until the course select pointer aligns with the
desired omni course.
b. Press the NAY button. Button light comes on. Aircraft will
turn left or right, depending upon the relation of the
aircraft heading to that of the selected omni bearing. If the
omni bearing selected is less than 120 0 from the aircraft
heading when the NAY mode is selected, the aircraft will
turn toward the selected omni course. At angles of 1200 or
greater, the aircraft will turn away from the selected omni
course and continue to turn through the larger angle until a
proper intercept angle is established. In either case, the
aircraft will assume an intercept course which will be no
greater than 45 0 to the selected omni course.
NOTE
If the NAY indicator is not equipped with a

set to the same heading as the course select
pointer.
(g) Automatic Approach Coupler
NOTE
There are two methods of intercepting the

localizer.
(I) Yariable Intercept Angle" This method is recommended when

being vectored toward the localizer, by approach control, with
the HDG and APPR modes engaged.
a. Align course arrow with the published inbound course by
rotating the CRS knob on the HSD or NAY indicator.
angle by rotating the HDG knob on the HSD or DG.
c. Simultaneously press HOG and APPR buttons on the

controller. HOG and APPR buttons will light Aircraft
will turn toward the heading selected until the lateral
deviation needle moves approximately one dot away from
full deflection. At this lime, the HOG button light on the
controller will go OUI and the Direruft witl assume a nonnal
45 0 intercept angle.
NOTE
If the NAY indicator is not equipped with a

reset to the same heading as the course select
pointer when the HOG Ught goes out.

D.. Align the course select pointer with the published inbound
course by rotating the CRS knob on the HSD or NAY
indicator.
b. Press the APPR button on the controller. The APPR
button will light the aircraft will turn left or right,
depending upon the relation of the aircraft heading to that
of the localizer inbound heading. Aircraft will
automatically assume an intercept course of no more than
45 to the loca lizer. For the rcason explained in
Paragraph (f) (2) b., do not select APPR until the aircraft
heading is less than [20 0 fr om the loca lizer inbound
heading.
NOTE
If the NAV indicator is not equipped with a

set to the same heading as the course select
pointer.
(3) Glide Slope

a. Automatic Engage
Glide slope is automatically armed and the aircraft will bracket
the glide slope and begin a rate of descent commensurate with
the glide slope angle. The pilot must maintain airspeed with
power, providing the following conditions are met:
1. The APPR button is pressed.
2. The aircraft must approach the glide path from below.
3. Aircraft is established on localizer beam at least 20 seconds
prior to glide slope interception.
4. The glide slope pointer is centered.
b. Manual Engage
If desired, glide slope may be captured manually by actuating
glide slope button when glide slope pointer centers, provided
the aircraft is in approach mode.
c. Glide Slope Mode
I. When the aircraft couples to the glide slope signal, the GS
PUSH MAN light on the controller will light, and ALT
light extinguishes.
2. Glide slope may be disengaged while flying the localizer by
pressing ALT, HDG or NAV button on the controller;
actuating pitch rocker switch; depressing the GA button;
or pitch SYNC button.
d. Back Course Localizer
For a back course localizer approach, select the localizer front
course inbound heading. Press REV button on controller. Both
APPR and REV button lights will light, indicating to the pilot
that he is in both the localizer and reverse modes.
c. Go-Around
Go-around switch may be pressed any time the pilot decides not
to continue the approach to landing. Pressing the GA switch
will cause the aircraft to automatically assume a pitch attitude
of approximately seven degrees nose-up. (Pilot mj,lst adjust
power settings to maintain airspeed.) Aircraft will continue to
track localizer. GA light on controller will light. If a missed
approach heading is selected and HDG button pressed, aircraft
will turn to the selected head ing, and remain in a pitch-up
attitude of approximately seven degrees. Movement of the
pitch rocker switch, pressing the pitch SYNC button, or ALT
button will disengage the GA mode.
f. Go-Around Procedure for this aircraft is:
I. Press GA Button.
2. Apply maximum continuous power.
3. Retract landing gear.
4. When established in climb, disengage the autopilot, bring
flaps to 0 and re-engage the autopilot.
g. AP Release Switch
If the approach is carried to completion the Triml Autopilot
Disconnect switch must be momentarily pressed prior to
landing, thus disconnecting the automatic pilot and returning
the aircraft to manual control for completion of the landing.
Installation of the FCS-81 0 AFCS does not affect the basic Perfommnce
infOlmation presented by Section 5 of this handbook.

AND
SUPPLEMENT NO.5
FOR
ALTIMATIC IIIC INSTALLATION
(INCLUDES ROLL, PITCH AND PITCH TRIM)
SECTION 1 - GENERAL

and FAA Approved Airplane Flight Manual when the Altimatic mc is
installed per the Equipment List. The information contained herein supple-I
ments or supersedes the basic Pilot's Operating Handbook and FAA
FAA APPROVED1=-!- /J"I::!~~~!!!!!:':!!::l-~

o%':'~
- 16ol!!e::::::.o.______
9-
D.O.A. NO. SO-2

LAKELAND, FLORiDA
(a) The maximum speed for autopilot operation is 220 KIAS.

(Autopilot Vma)
(b) Reduce autopilot Vma 3 KTS each 1000 fect above 12,000 feet.
(c) As the autopilot may mask high control forces necessa ry to
counter an asymmetric (~'splil") nap condition, actuate the flops
only while the airplane is under manual conuol - not while the
autopilot is engaged. Autopilot operation nol authorized with
greater than 15 0 of flap extension.
(d) Minimum speed for coupled approach operations is 96 KI AS.
(e) Autopilot "OFF" for takeoff and landing.
(F) Placard "Conduct Trim Check Prior to Flight (See POH)" to be
inst:,lIcd in clear view of pilot.
(g) During autopilot operation, the pilot must be in his scat with the
This aircraft is equipped with a Master DisconneCllIntcrmpt Switch on

the pilot 's control wheel. When the switch bullon is depressed it will
disconnect the autopilot. When depressed it will interrupt <111 Electric
Elevator Trim Operations. Trim opcrution will be restored when the switch
is released. If an autopilot o r trim emergency is encountered, do not attempt
to determine which system is al fault . Immediately depress and ho ld the
Master Disconnect/ Interrupt button. Turn off Autopilot and Trim Master
Switch and Tctrim aircraft, then release the interru pt swi tch.
NOTE
During examination of this supplement, the

pilot is advised to locate and identify the
Autopilot control s, the Trim Master Switch
and the Circuit Breakers for both systems.
(n) In the event of nn Autopilot malfunction the Autopilot can be:

( I ) Overpowered at either control wheel.
CAUTION
Do not overpower Autopilot pitch ax is for

periods longer than 3 seconds because the
Autotrim System will operate in a direction to
oppose the pi lot and will. thereby. cause an
increase in the pitch overpower forces.
(2) Disconnected by depressing the Master Disc/Incer Switch.

(3) Disconnected by depressi ng the Trim Switch " AlP OFF" bar.
(4) Disconnected by pushing the Roll rocker switch 'OFF."
(b) In the event of a Trim malfunction:

(I) Depress and hold the Master Trim Interrupt Switch.
(2) Trim Master Switch - OFF. Retrim aircraft as necessary using
manual trim system.
(3) Re lease Master Trim Interrupt Switch - be alert for possible
trim action.
(4) Trim Circuit Breaker - Pull. Do not operate trim until problem
is corrected.
ec) If a trim runaway occurs with the Autopilot operating, the above
procedures wil l disconnect the Autopilot which wi ll immediately
result in higher control wheel forces. Be prepared to manually
retrim, as necessary, 10 eliminate undesirable forces.
(d) Altitude Loss During Malfunction:

(I) An Autopilot malfunct ion during climb or c rui se with a 3
second delay in recovery initiation could resu lt in as much as
60" of bank and a 700 foot altitude loss.
(2) Altitude loss - high altitude descent - 3 second delay in recovery
could result in a 50" bank and a 775 foot altitude loss. (Descent
at 220 KIAS)
(3) An Autopilot malfunction during an approach with a I second
delay in recovery init iation could result in as much as 20" of
bank and a 80 foot altitude loss. Maximum altitude loss
measured in approach configuration gear down and operating
either coupled or uncoupled . single or multi-engine.
(e) ,Single Engine Operations:

(I) Engine 'failure during an Autopilot approach operation:
Disengage Autopilot conduct remainder of approach
manually.
(2) Engine failure during Go-Around: Disengage Autopilot,
retrim aircraft, perform normal aircraft engine out procedures
then re-engage Autopilot.
(3) Engine failure during normal climb, crui~e, descent: Retrim
aircraft, perform normal aircraft engine out procedures.
(4) Maintain aircraft yaw trim throughout all single engine
operations.
EMERGENCY OPERATION WITH OPTIONAL HSI

(Slaved and/or Non-Slaved)
(a) Appearance of HDG Flag:

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

disabled - compare needle with #2 indicator for valid left-right
needle operation.
(e) Slaving Failure - (i.e. failure to self-correct for gyro drift):

(I) Check gyro slaving switch is set to No. I position.
(2) Check for HDG Flag.
(3) Check compass circuit breaker.
(4) Reset heading card while observing slaving meter.
(5) Select slaving amplifier #2 (gyro slaving switch is set to No.2
position).
(6) Reset heading card while checking slaving meter.
(7) Switch to frec gyro and periodically set card as unslaved gyro.
PREFLIGHT
(a) Roll Section

(1) Place Radio Coupler in "Heading" mode and place Roll rocker
switch in the "ON" position to engage roll section. Rotate Rol1
Command Knob left and right and observe that control wheel
describes a corresponding left and right turn, then center Roll
Command Knob.
(2) Set proper D.G. Heading on D.G. and turn Heading Bug to
aircraft heading. Engage HDG mode rocker switch and rotate
Heading Bug right and left. Aircraft control wheel should turn
same direction as Bug. Grasp control wheel and manually
override servo, both directions.
(3) Disengage Autopilot by depressing trim switch. Check Aileron
operation is free and AlP is disconnected from controls.
(b) Pitch Section

(I) Engage "Roll" rocker switch.
(2) Center pitch command disc and engage "Pitch" rocker switch.
(3) Rotate pitch command disc full DOWN and full UP and check
control wheel describes a corresponding fore and aft move-
ment. Check to see that servo can be overridden by hand at
control wheel.
NOTE
Autopilot might not be able to raise elevators

on ground without assistance from pilot.
(4) Hold control wheel and disengage Autopilot by pressing

Master AlP Disconnect/Trim Interrupt switch bulton. Check
Roll and Pitch controls to assure autopilot has disconnected.
(c) Trim Section (General)

This aircraft is equipped with a Command Trim System designed
to withstand any type of single malfunctions, either mechanical or
electrical, without uncontrolled operation resulting. The preflight
check procedure is designed to uncover hidden failures that might
otherwise go undetected. Proper operation of the electric elevator
trim is predicated on conducting the following preflight check be-
fore each flight. If the trim system fails any portion of the procedure,
pull the trim circuit breaker ou t until the system is repaired. Sub-
stitution of any trim system component for another model is not
authorized. For emergency interrupt information, refer to Section
3 - Emergency Procedures of this supplement.
The Command Electric Trim Switch on the left hand portion

of the pilot's control wheel has two functions:
(I) When the top bar (Al P off) is pressed, it disconnects the
Autopilot.
(2) When the top bar is pressed and the rocker is moved forward,
nose down trim will occur - when moved aft, nose lip trim will
occur.
PREFLIGHT: Command Trim - Before Each Flight

(I) Check trim circuit breaker - IN.
(2) Trim Master Switch - ON,
(3) AlP OFF - Check normal trim operation - UP. Grasp trim
wheel and check override capability. Check nose DOWN for
operation. Recheck override.
(4) Press center bar only - trim shou ld not operate.
(5) Without pressing center bar, move rocker fore and aft - trim
should not operate.
AUTOTRIM: Before Each Flight

(I) AlP ON - (Roll and Pitch Sections) Check automatic opera-
tion by activating AlP Pitch Command Disc UP, then ON.
Observe trim operation fo llows Pitch Command Direction.
NOTE
In Autopi lot Mode, there will be approxi -

mately a 3 second delay between operation of
Pitch Command and operation of trim.
(2) Press center bar (AlP OFF) - release - check autopilot dis-
engagement.
(3) Rotate trim wheel to check manual trim operation. Reset to
takeoff position prior to takeoff.
IN-FLIGHT
(a) Trim airplane (ball centered).
(b) Check air pressure or vacuum to ascertain that the Directional

Gyro and Altitude gyro are receiving sufficient air.
(c) Roll Section

(l) To engage, center Roll Command Knob, push Roll rocker
switch to the ON position. To turn, rotate Roll Command
Knob in desired direction. (Maximum angle of bank should
not exceed 30.)
(2) For heading mode, set Directional Gyro with Magnetic
Compass. Push directional gyro HDG knob in, rotate to
select desired heading. Push HDG rocker switch to the "ON"
position. (Maximum angle of bank will be 20 with heading
lock engaged.)
(d) Pitch Section - (Roll Section must be engaged prior to engaging

Pitch Section.)
(I) Center pitch trim indicator with the Pitch Command Disc.
(2) Engage pitch rocker switch. To change attitude, rotate Pitch
Command Disc in the desired direction.
(e) Altitude Hold

. Upon reaching the desired or cruising altitude, engage ALT Hold
Mode rocker switch. As long as ALT Hold Mode rocker switch is
engaged, aircraft will maintain selected altitude. For maximum
passenger comfort, rate of climb or descent should be reduced to
approximately 500 FPM prior to Altitude Hold engagement. For
accurate Altitude Holding below 100 KIAS, disengage the auto-
pilot, lower flaps to takeoff position, retrim and fe-engage the
autopilot.
NOTE
Prior to disengaging Altitude Hold Mode,

rotate Pitch Command Disc to center.
(f) Radio Coupling VORIILS with H.S.1. (Horizontul Situation

Indicator) Type Instrument Display. (Optional)
VOR Navigation
(I) Tunc and identify VOR Station. Select desired course by
rotating CRS knob of H.S.l.
(2) Select OMNI mode op Radio Coupler.
(3) Engage HDG mode on autopilot console to engage coupler.
Aircraft will turn to a 45 intercept angle to intercept the
selected VOR course. Intercept angle magnitude depends on
radio needle off-course magnitude, 100% needle deflection
will result in 45 intercept angle diminishing as the need\c off-
set diminishes.
(4) NAV mode - NAV mode provides reduced VOR sensitivity
for 'tracking weak, or noisy, VOR signals. NAV mode should
be se\ccted after the aircraft is established on course.
ILS/ LOC Front Course

(I) Set inbound, front, localizcr course on H.S.1.
(2) Select LOClNORM mode on Radio Coupler to intercept and
track inbound on the localizer. Select LOCfREV to intercept
and track the localizer course outbound to the procedure turn
area,
(3) Engage HDG mode on autopilot 'console to engage coupler.
lLS/ Back Course

(I) Set inbound, front, localizer course on H.S.1.
(2) Set LOC/ REV on Radio Coupler to intercept and track
inbound on the back localizer course. Se lect LOC/NORM to
intercept and track outbound on the back course to the
procedure turn area.
(3) Engage HOG Mode on autopilot console to engage coupler.
(g) Radio Coupling VOR/ILS with Standard Directional Gyro
NOTE
Radio Coupler operation in conjunction with a

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

(I) After arrival at the VOR Station, track outbound to the
procedure turn area as described in In-Flight item (f) or (g), as
appropriate, and slow to 100-118 KIAS. Disengage the
autopilot, lower the flaps to 15 position, retrim and re-engage ,
the autopilot.
(2) Use HDG mode and Pitch or ALT Hold modes as appropriate
during procedure turn.
(3) At the F.A.F. inbound, return to pitch mode for control of
descent and lower landing gear.
REVISED: JULY 8, 1980 9 of 12, 9-53 REVISED: JULY 8, 1980 9 of 12, 9-53
(4) At the M.D.A. engage ALT Hold mode nnd add power for
level flight. Monitor Altimeter to assure accurate altitude
control is being provided by the autopilot.
(5) Go-Around. With airspeed above 96 KIAS, select desired pitch
attitude with Pitch Command Disc and disengage ALT Hold
mode. This will initiate the pitch up attitude change. Immedi-
ately add takeoff power and monitor Altimeter and rate of
climb for positive climb indication. After climb is established,
retract landing gear, disengage the autopilot, raise the flaps,
readjust trim and re-engage the autopilot. Adjust attitude as
necessary for desired airspeed and use HOG mode for turn
from the VOR final approach course.
NOTE
At airspeed below 96 KIAS, rapid power

application for Go-Around may cause a
pronounced pitch up attitude change depend-
ing on power applied, aircraft configuration
and airspeed.
(b) ILS - Front Course Approach with Glide Slope Capture (Optional)
(I) Track inbound to L.O.M. as described in In-Flight item (f) or
(g), with ALT Hold mode engaged.
(2) Inbound to L.O.M. slow to 100-118 KIAS. Disengage the
autopilot, lower the flaps to 15 position, retrim and re-engage
the autopilot.
(3) Automatic Glide Slope capture will occur at Glide Slope
Intercept if the following conditions are met:
a. Radio Coupler in LOC/NORM Mode.
b. Altitude Hold Mode engaged (ALT rocker switch on
console).
c. Under Glide Slope for more than 20 seconds.
d. Localizer radio frequency selected on NAV receiver.
(4) At Glide Slope Intercept immediately lower landing gear and
reduce power to maintain 105-114 KIAS on final approach.
Glide Slope capture is indicated by lighting of the green Glide
Slope engage Annunciator Lamp and by a slight pitch down
of the aircraft.
(5) Monitor localizer and Glide Slope raw data through out
approach. Adjust power as necessary to maintain correct fin al
approach airspeed. All power changes should be of small
magn itude and smoot hly applied for bcst tracking per-
formance. Do not change aircra ft configuration during
approach wh ile a utopilot is engaged.
(6) Conduct missed approach maneuver as described in Coupled
Approach Operations, item (a)(5).
NOTE
Glide Slope Coupler will not automatically

decouple from Gl ide Slope. Decoupling may be
accomplished by any of the following means:
a. Disengage A LT Hold mode.
b. Swi tch Radio Coup ler to H DG mode.
c. Disengage Autopilot.
Installation of the AlIiMatic Ille does not affect the basic Performance
information presented by Section 5 of this handbook.

AND
SUPPLEMENT NO.6
FOR
PIPER YAW DAMPER SYSTEM INSTALLATION
SECTION 1 - GENERAL

and FAA Approved Airplane Flight Manual when the Piper Yaw Damper
System is installed per the Equipment List. The information contained I
herein supplements or supersedes the basic Pilot's Operating Handbook and
FAA Airplane Flight Manual only in those areas listed herein. For
FAA APPROVED ~~
OH.TROMER
D.O.A. NO. 80-2
LAKELAND, FLORIDA
Yaw Damper use not authorized above 230 KIAS. (VNE)
(a) In the event of il Yaw Damper Malfunction:

(I) Override Yaw Damper with rudder pedals initially.
(2) Depress control wheel disengage switch, or
(3) Yaw Damper Engage Switch - Push OFF.
(4) Pull Yaw Damper Circuit Breaker until trouble is corrected.
(5) A Yaw Damper runaway in climb. crui se or descent with a 3
second delay in recovery in it iation could result in 25 bank
andlor 14 yaw and approximately a 220 foot altitude loss.
(Maximum altitude loss during descent at Vne)
(6) A Yaw Damper runaway in approach operations will result in
slight yaw angle and increased rudder forces.
SECTION 4 NORMAL OPERATING PROCEDURES
PREFLIGHT CHECK
(a) Engage Yaw Damper - Depress rudder pedal s to check override.

(b) During straight taxi Yaw Damper should tend to oppose taxiing
turns.
(c) Control wheel disengage switch - Depress - check disengagement.
NOTE
If aircraft is eq uipped with lin Autopilot

System. the Yaw Damper Qui ck Di sengage
feature will be connected to the Master Control
Wheel Disengage Switch.
IN-FLIGHT
(a) Engage Yaw Damper as des ired.
APPROACH/LANDING
(a) During approach operations sma ll magn itude rudder feedback may
be expected. For small rudder induced heading changes expect
increased rudder forces. Pi lot may elect to disengage Yaw Damper
during approach if feedback or force increase is objectionable .
(b) Disengage Yaw Damper before landing.
SECTION S - PERFORMANCE
Installation of the Piper Yaw Damper System docs not affect the
basic Performance information presented by Section 5 of this handbook .
PILDT'S DPERATING HANDBODK

AND
FAA APPRDVED AIRPLANE FLIGHT MANUAL
SUPPLEMENT NO.. 7
FOR
PIPER ALTIMATIC X AUTOPILDT MDDEL AK 687 DR
ALTIMATIC X FLIGHT DIRECTOR AUTo.PILDT MDDEL
AK687FD
SECTION 1 GENERAL

and FAA Approved Airplane Flight Manual when the Piper AItimatic X
Autopilot model AK 687 or Altimatic X Flight Director Autopilot model
AK 687 FD is installed per the Equipment List. The information contained I
FAA Approved Airplane Flight Manual only in those areas listed herein.
For limitations, procedures and performance information not contained in
this supplement, consult the basic Pilot's Operating Handbook and FAA
FAA APPROVED --'~'-F-_/o_'.J._~~._L________

__
D~ROMPLfur==
D.O.A. NO. SO-2
LAKELAND, FLORIDA
(a) The maximum speed for autopilot operation is 221 KIAS

(Autopilot Vmo).
(b) Reduce autopilot Vmo 3 KTS for each 1.000 feet above 12,000 feet.
(c) As the autopilot may mask high control forces necessary to
counter an asymmetric ("split') flap condition. actuate the flaps
only while the airplane is under manual control - not while the
autopilot is engaged. Autopilot operation not authorized with
greater than 15 0 of flap extension.
(d) Minimum speed for coupled approach operation is 95 KIAS.
(e) Autopilot OFF for take-off and landing.
(f) Placard, "Conduct trim check prior to flight (See POH)" to be
installed in clear view of pilot.
3.1 AUTOPILOT
This aircraft is equipped with a Master Disconnect/Interrupt Switch an

the pilot's control wheel. When the switch button is depressed it will dis-
connect the autopilot, and the yaw damper if installed and operating. When
depressed and held it will interrupt all electric elevator trim operations. Trim
operations will be restored when the switch is released. If an autopilot or
trim emergency is encountered. do not attempt to determine which system is
at fault. Immediately depress and hold the master disconnectlinterrupt
button. Turn off autopilot, trim master switch off and retrim aircraft. then
release the interrupt switch.
NOTE
During examination of this supplement. the

pilot is advised to locate and identify the
autopilot controls. the trim master switch and
circuit breakers for both systems.
(a) In the event of an autopilot malfunction the autopilot can be:

(I) Overpowered at either control wheel.
CAUTION
Do not overpower autopilot pitch axis for

periods longer than 3 seconds because the
autotrim system will operate in a direction to
oppose the pilot and wi1J, thereby, cause an
increase in the pitch overpower forces.
(2) Disconnect by depressing the master disconnect/interrupt

switch.
(3) Disconnected by depressing the trim switch HAP OFF" bar.
(4) Disconnected by pushing the AP ON-OFF annunciator switch
on the autopilot programmer.
(b) ALTITUDE LOSS DURING MALFUNCTION

(I) An autopilot malfunction during cruise with a 3 second delay in
recovery initiation could result in as much as 55 of bank and
650 feet of altitude loss.
(2) An autopilot malfunction during a high altitude descent at
Vmo with a 3 second delay in recovery initiation could result in
as much as 50 bank and 720 feet altitude loss.
(3) An autopilot malfunction during an approach with a I second
delay in recovery initiation could result in as much as 20 bank
and 80 feet altitude loss. Maximum altitude loss measured in
approach configuration gear down and operating either
coupled or uncoupled, single or multi-engine.
(c) SINGLE ENGINE OPERATIONS - AUTOPILOT MODE

(I) Engine failure during an autopilot approach operation:
Disengage autopilot conduct remainder of approach manuaJly.
(2) Engine failure during go around: Disengage autopilot, retrim
aircraft, perform normal aircraft engine out procedures then
re-engage autopilot.
(3) Engine failure during normal climb, cruise, descent: Retrim
aircraft, perform normal aircraft engine out procedures.
operations.
NOTE
Proper autopilot performance requires that the

aircraft trim be maintained.
3.2 TRIM SYSTEM
(a) In the event of a trim malfunction:

( I) Depress and hold the master disconnect/interrupt switch.
(2) Trim master switch - OFF. Rclrim aircraft as necessary using
manual trim system.
(3) Release mels!cr interrupt switch - be alert for possible trim
netian.
(4) Trim circuit breaker - Pull. Do not operate trim until problem
is corrected.
(b) If a trim runaway occurs with the autopilt operating. the above
procedures will disconnect the autopilot which will immcdialcly
result in higher .control wheel forces. Be prepared to manuall y
rctrim. as necessary to eliminate undesirable forces.
3.3 COMPASS SYSTEM
(a) Emergency Operation With Optional NSD 360A (HS I) Slaved

andlor Non-Slaved:
NSD 360A
(I) Appearance of HOG Flag:
a. Check air supply gauge (vac or pressure) for adeqUAte air
supply (4 in. Hg. min.).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card - pull circuit breaker and use magnetic
compass for directional data.
NOTE
If heading card is not operational. autopilot

should not be used.
(3) With card disabled VOR/Localizc r and Glidc Slope displays

are still functional; use card set 10 rotate card to aircraft
heading for correct picture.
(4) Slaving Failure (Le. fai lure to self correct for gyro drift):
a. Check gyro s laving switch is set to No. I position. (If
equipped with Slave No. J No.2 switch.)
b. Check for HDG Flag.
c. Check compass circu it breaker.
d. Reset heading card while observ ing slaving meter.
NOTE
Dead slaving meter needle or a needlc displaced

fully one direction indicates a slaving system
failure.
c. Select slaving amplifier No. 2'(gyro slaving switch is sct to

No.2 position).
f. Reset heading card wh ile check ing slaving meter.
g. Switch to free gyro mode and periodically set card as with
an unslaved gyro.
NOTE
In the localizer mode, the "TO FROM" arrows

may remain out of view, depending upon the
design of the NAV converte r used in the
installation.
4.1 SYSTEM DESCRIPTION
The Altimatic X Autopilot utilizes three axis sensing with two surface
control to provide roll and pitch axis stabilization. The autopilot system also
provides lateral and vertical radio coupling and command or automatic
elevator pitch trim. A yaw damper providing rudder surface control is
optional as an independent sub-system.
The Altimatic X is available as an integral flight director and autopilot

system by the use of one of the two optional Attitude Director Indicators
(A.D.I.) offered.
The system utilizes a separate master ONOFF switch for autopilot and
flight director power control. Mode selection is made by pushing the desired
mode switch on the mode programmer. All mode annunciators are lighted
on the programmer with the operating (selected) modes lighted to a higher
brilliance than the others.
During night operation, the programmer annunciator light level is

controlled by the pilot's instrument lamp control and light brilliance will
track the light level selected for the flight instruments.
The electric trim system is powered through a separate system master

switch that must be "ON" during autopilot operation.
4.2 COCKPIT CONTROL AND FUNCTIONS
(~) (d) (e)
(b)
(I)
tl-
'DlA' ON
OftF
(a)
(k) OJ
(a) . System Master Switch - Master power switch must be "ON" for
flight director and/or autopilot operation.
(b) Autopilot ON-OFF Switch - Pedestal mounted push ON - push

OFF switch to engage or disengage autopilot (servos).
NOTE
Altimatic X systems without the optional

Attitude Director Instrument (A.D.L) will
always return to HOG and ATT modes when
the autopilot is engaged or disengaged. System
with A.D.1. will not change modes during
autopilot engage-disengage when flight
director display is "ON". When the autopilot is
engaged there will be approximately a I second
lag during synchronization cycle.
(c) HOG (Heading) Mode Selector - provides turn control through use
of the heading indice (bug) on the H.S.I. heading instrument.
(d) NAV (Navigation) Mode Selector - provides automatic 45 VOR

intercept; tracking and crosswind correction for cross country VOR
tracking. Utilizes information from H.S.I. VOR course indicator
and left-right needle. (HOG bug is disabled during operation in
NAV - APPR - REV modes.) Select desired course on H.S.I. Omni
Bearing Selector (O.B.S.) and then select NAV mode.
(e) APPR (Approach) Mode Selector - provides automatic 45 VORl

LaC intercept angle, tracking and crosswind correction for use
during instrument approach maneuver. Select desired course on
H.S.I. Omni Bearing Selector (OBS) and then select APPR mode.
(f) REV (Reverse) Mode Selector - For use in tracking LOC Front
course outbound or LOC Back course inbound to airfield. Always
set inbound front course bearing on O.B.S. when using REV mode.
(g) Pitch Command Disc - Controls aircraft climb and dive attitude
when operating in ATT mode. System limits maximum angle to
15, or less. When the autopilot is engaged in ATT mode, automatic
pitch synchronization will be provided to match autopilot
command position to aircraft attitude.
(h) GA (Go Around) MOOe Selector - provides a pre-selected pitch up

attitude which will provide approximate single-engine best rate of
climb speed during single-engine operation, During nlUlti-engine
operation this altitude will provide a comfortable 'go-aroun<l angle
and cruise climb airspeed, GA mode may be operated remotely
from the left engine throttle switch locate<l in the throttle knob.
(i) GS (Glide Slope) Mode Selector - GS mode will arm (il1uminate)

automatical1y <luring ILS approaches when the aircraft is under the
GS center line and the system is in APPR and ALT modes. When
GS center line is reac hed the ALT annunciator will extinguish.
indicating GS capture. When operating above the as center line.
within 80% of full scale, manual as arming and engaging may be
obtained by selecting as from any pitch mode.
NOTE
When over 80% full scale, selection of as will
automatically cause engagement of ALT mode.
In addition. any time a as offset of 80%, or
more, above th e as occ urs, the system will
automatically revert to ALT mode to preclude
<living to the as.
Ul ALT (Altitude Hold) Mode Selector - Selection of ALT mOOe will

cause the autopilot to maintain the pressure level (altitude) at the
point of engagement. For maximum passenger comfort the rale of
climb or descent shou ld be reduced to approximately 500 FPM with
the pitch disc prior to ALT hold engagement.
(k) ATI (Alt itude) Mode Selector - provides attitude control through
piteh command disc (itcm No.7), Automatic synchronization is
provided when autopilot is engaged in An mode. For autopilot
(only) system, roll and pilch modes will revert to HDa and AIT
a ny time the autopilot is di sengaged and pitch sync h will be
provided any time the autopilot is engaged.
(I) SPECIAL MODES OR OPERATIONS

(1) Selected angle intercepts may be obtained during VOR or ILS
intercept situations, i.e. radar vectors to final approach, by
selecting HDG and APPR mode simultaneously when the
VOR-LOC needle is displaced 60% full scale or more. In this
condition, the system will follow the HDG index (bug) until
within 60% of "on course" at which time the system will shift
from HDG to APPR automatically. Selected angle intercepts
of over 60 0 are not recommended.
(2) Pitch Synch Mode - The system is provided with a pitch synch
switch on the left horn of the pilot's control wheel. When
depressed, momentarily, the system wilt revert to ATT and
automatic synchronization will occur before servo re-
engagement. When depressed and held, the system will revert to
ATT and the roll and pitch servos will be disengaged to allow
maneuvering. When released, the servos will re-engage. The
lateral (roll) modes will not be disturbed during pitch synch
operation.
(m) CONTROL WHEEL SWITCHES
(3)
r Center aar I"r down to enab.. trim.
Rocker Mova fora and ah wllh cenler

bar Clljll'eeaad. 10 oblaln Irlm.
(I)
(1) Emergency InterruptlDisconnect Switch This switch will

disconnect the autopilot and yaw damper when depressed.
When depressed and held it will interrupt all electric elevator
trim operations.
(2) Pitch Synch Switch - See explanation above.
(3) Command Trim Switch - Split action type trim switch
requiring the top bar to be depressed and the switch rocked fore
or aft for trim operation. Depressing the top bar will disconnect
the autopilot (will not disconnect the yaw damper).
4.3 INSTRUMENTS
(a) Standard 3" Air Driven Attitude Indicator Gyro.

(b) NSD 360A Compass System (shown) - For details of any other
compass system, refer \0 manufacturer's information.
(c) GIS Indicator with Flag Alarm.
(d) Saving Meter - Oscillation of needle indicates that compass is slaved
to magnetic flux detector. Needle maintained in either extreme
position for morc than 2-3 minutes indicates system failure.
NOTE
NSD 360A System includes a slaving selector
switch allowing the selection of free gyro mode.
Refer to emergency procedures for failure
instructions.
(e) VOR -LOC Bcaring Selector Course Needle and Omni Bearing
Indicator.
(f) Left-right portion of VOR-LOC Course Needle.
(g) HOG index (bug) for autopilot or flight director HOG control.
(h) Compass cart!.
(;) HOG Co",,"1 Knob - posh ;n 10 cogc ;nstmmcnl fo< ;n;I;,1 comp""
setting. (NSD 360A).
U) VOR Course Needle Set Knob (O.B.S.).
(k) Optional flight director instrument (A.D.1.) providing single cue
type steering display.
(I) Steering Command Bar Raises and lowers for pitch commands
and tilts to indicate bank direction and amount.
(m)" Miniature Airplane (Delta Symbol) - Operate aircraft controls to

cause aircraft to pitch or bank as necessary to position ..........
inside steering bars ~!'II in order to satisfy computed
steering commands.
(n) Miniature airplane elevation knob.
(0) Optional flight director instrument (A.D.I.) providing two-cue
steering display.
(p) Vertical steering bar providing roll steering. To satisfy command,
maneuver aircraft to keep vertical bar centered.
(q) Horizon tal steering bar providing pitch s teering. To sa ti sfy
command, maneuver aircraft to keep horizontal bar centered.
(r) Miniature aircraft elevation adjust.
(s) Flight director OFF switch to remove steering presentat ion from
view during autopilot operation, if desired.
4.4 PRE-FLIGHT PROCEDURES
NOTE
During syste m functiona l chec k the system

must be provided adequale D.C. voltage (24.0
VOC min.) and instrument air ( 4.2 in. Hg.
min.). It is recommended Ihat one engine be
operated (minimum) to prov ide the necessary
power and that the aircraft be positioned in a
level attitude, during the functional check.
(a) FLIGHT DIRECTOR

( I ) Check power - ON.
(2) Programmer lights - press to test.
(3) Flight director switch on A.OJ. - ON. (Two-cue only).
(4) Pitch disc ON - UP - check pitch steeri ng indicator moves
appropriately.
(5) HDG index RT - LT - check rol1 steering indicator moves
appropriately.
(b) COMPASS SYSTEM (NSD 360A)

( I) Check slaving switch in slave or slave 1 or 2 pos it ion, as
appropriate. (Slav ing systems with R.M.I. output provide only
slave and free gyro positions.)
(2) Rotate card to center slaving meter chcck HOG displayed

with magnetic compass HOG.
(3) Perform standard VOR receiver check.
(4) NAV . APPR . Engage NAV or APPR mode switch and
observe steering bar indicates turn toward (he VOR needle.
NOTE
If (he Omni Bearing Selector is more (han 45
from the aircraft heading, the flight director
steering bar will only indicate a tum toward the
omni bearing.
(c) AUTOPILOT
(I) Engage autopilot.
(2) Repeat flight director roll and pitch response check. Control
wheel movement sho uld cor re spond to HOG or pitch
command input.
NOTE
Autopilot might not be able to rai se aircraft

elevator on the ground without assistance from
the pilot.
(3) Grasp control wheel and override roll and pitch servo actuators
to assure override capability.
(4) Hold control yoke and discngage autopilot by activating the
control wheel emergency disconneclfinterrupt sw itch.
(S) Check controls through full travel in roll and pitCh to assure
complete autopilot disengagement.
(6) Retrim aircraft for {okeoff.
(d) TRIM SYSTEM

This aircraft is equipped with a command trim system designed to
withstand any type of single malfunction, either mechanical or
electrical, without uncontrolled operation resulting. The pre-flight
check procedure is designed to uncover hidden failures that might
otherwise go undetected. Proper operation of the electric elevator
trim system is predicated on conducting the following pre-flight
check before each flight. If the trim system fails any portion of the
procedure pull the trim circuit breaker and leave the circuit breaker
out until trim system is repaired. Substitution of any trim system
component for another model is not authorized. For emergency
interrupt information, refer to EMERGENCY PROCEDURES
Section of this supplement.
The command electric trim switch on the left portion of the pilot's
control wheel has two functions:
(I) When the top bar (AP OFF) is pressed, it disconnects the
autopilot.
(2) When the top bar is pressed AND the rocker is moved forward,
nose down trim will occur; when moved aft, nose up trim will
occur.
(3) PRE-FLIGHT
Command Trim - Before Each Flight
a. Check trim circuit breaker - IN.
b. Trim master switch - ON.
c. AP OFF - Check normal trim operation - UP. Grasp trim
wheel and check override capability. Check nose down
operation. Recheck override. With trim operation, depress
emergency interrupt/disconnect switch - trim operation
should stop.
d. Activate center bar only - Push rocker fore and aft-
only. Trim should not operate with either separate action.
Autotrim - Before Each Flight

a. AP ON - Check automatic operation by activating
autopilot pitch command disc UP then DN. Observe trim
operation follows pitch command direction.
NOTE
In autopilo t mode. there will be ap proximately

a 3 second delay between operation of pitch
command and operation of trim.
b. Press ce nte r bar (A P OFF) - rclCllSC - check autopi lot

disengagement.
c. Rotate trim wheel to check manuailrim operation.
d. Recheck aircraft pitch trim to correct takeoff posi ti on
after autopilot and trim system check.
4.5 INFLIGHT PROCEDURE FLIGHT DIRECTOR
(n) Altimatic X master switch-ON. Flight director sw itch on A.D .l. -

-ON, if appropriate .
(b) Adjust HDG indice to aircraft headin g and se lect desired pi lch
attitude by movement of pitch comm and disc or acti vat i on of
pitch sync switch.
(c) Maneuver aircraft manu ally to satisfy the commands presented.
Select other modes as desired, refer to Section 4.0 for mode
description.
4.6 INFLIGHT PROCEDURE AUTOPILOTIFLIGHT DIRECTOR

AUTOPILOT
(a) Altimatic X master sw itchON. Flight director switch on A.D.I.

ON, if desired and equipped.
(b) Trim aircraft for exisling flight condition (all axes). Engage
autopilot.
(c) During maneuvering night control aircraft through use of the
HOG index and the pi tch disc. (HOGAlT modes)
(d) For navigation operations select modes as required by the
operat ion being conducted and in accordance with the mode
description provided in Section 4.0. For specific instructions
re lat ing to coupled instrument approach operations. refer to
Special Operations and Infomlation Section, 4.7.
4.7 SPECIAL OPERATIONS AND INFORMATION
ATTITUDE HOLD OPERATION

For best results. reduce rate of climb or descent to 500 FPM before
engaging altitude hold mode.
INSTRUMENT APPROACH OPERATIONS

Initial aridlor intermediate approach segments should be conducted
between 105-120 KIAS with the flaps extended to the takeoff position. Upon
intercepting the glide path or when passing the final approach fix (FAF)
immediately lower the landing gear and reduce the power for approximately
105-113 KIAS on the final approach segment. Adjust power as necessary
during remainder of approach to maintain correct airspeed. Monitor course
guidance information (raw data) throughout the approach. All power
changes should be of small magnitude and smoothly applied for best
tracking performance. Do not change aircraft configuration during
approach while autopilot is engaged. For approaches without glide path
coupling, adjust pitch command disc in conjunction with power to maintain
desired airspeed and descent rate.
NOTES
I. Automatic GIS disengagement will occur if

a deviation above the GIS center line of
80%, or more, occurs after GIS capture.
Automatic GIS disengagement will revert
the autopilot to altitude hold mode.
2. Flight director or autopilot will not
decouple from the GIS or Localizer in the
event of radio failure. Monitor course
guidance raw data during approach to
assure signal quality.
INSTRUMENT APPROACH GO AROUND MANEUVER

At the decision height (DH) or missed approach point (MAP) perform
the go-around as follows:
(a) Select GI A mode at the programmer or push the remote GI A
switch, if installed.
(b) Add tllkeoff power, or power as desired.

(e) Check the correct attitude and that a positive rate of climb is
indicated, then raise the gear. Disengage the autopitot, raise the
flaps. retrim and re-engage the autopilot.
(d) Set desired HOG and select HOG mode for lateral maneuvering.
Installation of the Altirnatic X Autopi lot or Flight Direct Autopilot

does not affect the basic Performance information presented by Section 5 of
this handbook.

AND
SUPPLEMENT NO.8
FOR
KFC 200 AUTOMATIC FLIGHT CONTROL SYSTEM
WITH FLIGHT DIRECTOR INSTALLATION
SECTION 1 GENERAL
This supplement must be attached to the Pilot's operating Handbook

and FAA Approved Airplane Flight Manual when the KFC 200 Automatic
Flight Control System is installed per the Equipment List. The information I
contained herein supplements or supersedes the basic Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations, procedures and performance information not
contained in this supplement. consult the basic Pilot's Operating Handbook
and FAA Approved Airplane Flight Manual.
FAA APPROVED ~~
:H:TROMPL~
D.O.A. NO. SO-2
LAKELAND, FLORIDA
The KFC 200 System with Flight Director may be opcrated as a

Flight Director alone with the pilot steering the airplane to satisfy the
Flight Director command presentation or the autopilot may be engaged to
automatically steer the airplane _to satisfy the Flight Director commands.
The KFC 200 System autopilot is certified in this airplane with two-axis
control - pitch and roll - or three-axis control if optional Yaw Axis is
installed. The optional third axis (Yaw) when installed gives three-axis
damping and control whenever the autopilot mode is engaged. With the
installation of un optional KC 291 Yaw Damper Mode Controller, Yaw
Damping and turn coordination is available with or without the basic
autopilot mode being engaged, Both the two-axis and three-axis version of
the system arc described in this supplement.
The airplane is equipped with an electric pitch trim system which is also
used to accomplish automatic trimming to unload the autopilot elevator
servo so that autopilot disengagement does not result in transient airplane
motion. An autotrimfmanual electric pitch trim monitor is provided in the
autopilol. Autotrim andfor munual electric pitch trim faults arc visually
.annunciated on the Mode Annunciator and accompanied by an audible
warning.
T)lis airplane is equipped with a manual electric pitch trim system

designed to withstand any type in-flight single malfunction provided that the
system is fully functional ouring the preflight operational check.
ABBREVIATIONS
ALT Altitude or Altitude Hold
AP Autopilot
APPR Approach
ARM System Arm for Capture
BC Back Course
CDI Course Deviation Indicator or Control
CPLD Coupled
CWS (SYNC) Control Wheel Steering or Synchronization
DISC Disconnect
FCS Flight Control System
FD Flight Director
FDI Flight Director Indicator
GA Go Around
GS Glideslope
HDG Heading Select
LOC Localizer
NAV Navigation
PAH Pitch Attitude Hold
PNI Pictorial Navigation Indicator
SECTION 2- LIMITATIONS
(a) During autopilot operation, pilot must be seated at the controls

with seat belt fastened. Operation is limited to the left-side pilot
position.
(b) Maximum speed for autopilot operation is 210 KIAS.
Additionally, autopilot operation is limited to airspeeds at or
below which elevator trim can be maintained.
(c) During autopilot operation, the wing flaps must not be extended
beyond 15.
(d) The autopilot must be disengaged during takeoff and landing.
(e) System approved for Category I operation only (APPR or BC
selected).
(f) Autopilot attitude command limits:.
Pitch 15
Roll 25
Yaw NA
(g) The maximum altitude for operation of the autopilot has not
been determined. The maximum altitude demonstrated during
flight tests was 24,000 feet.
REVISED: MAY 4, 1990 3 of 18, 9-79 REVISED: MAY 4, 1990 3 of 18, 9-79
(h) Placards:
Location - PiJot's control whcel, left horn:
AP TRIM (TRIM INTERRUPT)

DISC INTERRUPT (NP DISC)
-Pilot's control whccl, Icrt hom:

CWS (SYNC)
-Pilot's control wheel, left horn:
DN
TRIM
UP
. -Left throttle lever:
GO AROUND
-Immediately beneath the KI 525A Pictorial Navigation

Indicator:
CONDUCT AFCS PREFLIGHT

CHECK PRIOR TO FLIGHT IN
ACCORDANCE WITH FLIGHT MANUAL
-Immediately adjacent to KC 290 (if equipped with a

third axis without KC 291):
3 AXIS AP CONTROL
-Immediately adj~\cent to the Accelerometer Test Switch:
ACCELEROMETER
TEST
UP
DN
SECTION'3 - EMERGENCY PROCEDURES
(a) AUTOPILOT/YAW DAMPER DISENGAGEMENT

Disengage the Autopilot/Yaw Damper and/or prevent
engagerilent by:
(I) Pilot's AP DISC switch.
(2) AP engage lever on Mode Controller and Yaw engage switch
on Yaw Controller (if so equipped).
(3) Pulling the AUTOPILOT circuit breaker.
(4) Turning master switch OFF.
(5) Turning avionics master switch OFF.
(b) AUTOMATIC AUTOPILOT DISENGAGEMENT

Any of the folJowing will cause the autopilot to automatically
disengage:
(I) External power failure.
(2) Actuating manual electric trim.
(3) Internal Flight Control System failure.
(4) With KCS 55A system a loss of compass valid (displaying
HDG flag) disengages the AP and FD when a mode using
heading information is engaged. With HDG flag present only
FD and vertical modes can be selected.
(5) In the event of an autopilot malfunction, the KA 132
Acceleration switch will disconnect the autopilot if the
established "G n envelope is exceeded.
(c) MANUAL ELECTRIC PITCH TRIM

Manual electric pitch trim can be disengaged by pressing AP
DISC/TRIM INTERRUPT switch and holding down until
recovery can be made. Then turn off AVIONICS MASTER switch
and manually retrim the airplane using the manual trim control
wheel. After the airplane is trimmed out, pull the (PITCH TRIM)
breaker and turn the AVIONICS MASTER switch back on.
(d) MAXIMUM ALTITUDE LOSSES DUE TO AUTOPILOT

MALFUNCTION
(I) Cruise, Climb, Descent 400 feet
(2) Maneuvering 60 feet
(3) APPR 150 feet
(4) SE APPR 150 feet
CAU710N
When the autopilot is engaged. manual

application of a force to the pitch axis of the
control wheel for a period of three seconds or
more will result in the autotrim system
operating in the direction to create a force
opposing the pilot. This opposing mistrim force
will continue to increase as long as the pilot
applies a force to the control wheel. and will
ultimately overpower the autopilot. If the
autopilot is disengaged under these conditions.
the pilot may be required to exert control forces
in excess of 50 pounds to maintain the desired
aircraft attitude. The pilot will have to maintain
this control force whilche manually retrims the
aircraft.
(e) ENGINE FAILURE (Coupled)

(I) Disengage AP
(2) Follow basic Airplane Flight Manual single-engine
procedures.
(3) Airplane rudder and aileron axes must be manually trimmed
prior to engaging autopilot for single-engine operations.
CAU710N
If rudder and aileron tl'im cannot be

maintained when power is changed during a
single-engine coupled approach, disengage
autopilot and continue approach manually.
(a) The airplane MASTER SWITCH function is unchanged and can

be used in an emergency to shut off all electrical power while the
problem is isolated.
(b) The AVIONICS MASTER switch supplies power to the avionics
bus bar of the radio circuit breakers, AUTOPILOT and PITCH
TRIM circuit breakers.
(c) The KFC 200 is controlled by the following circuit breakers.
AUTOPILOT - This supplies power to the FCS KC 295

Computer, KC 290 Mode Controller, KA 285 Annunciator Panel,
KI 256 FDI if used, and AP Pitch and Roll Servos. When optional
yaw damper system is installed, this breaker also supplies power to
the KC 296 Yaw Computer, the Yaw Servo, and the optional KC
291 if so equipped.
AVIONICS MASTER - This in conjunction with the AVIONICS

MASTER Switch supplies power to the avionics bus.
COMPASS SYSTEM - This supplies power to the KCS 55A

Compass System.
PITCH TRIM - This supplies power to the FCS autotrim and

manual electric pitch trim systems.
(d) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC/TRIM INTERRUPT - This emergency disconnect

switch will disengage the YD and/or AP, interrupt the power to
. the electric trim system and disconnect all FD modes. To resume
AP control, a FD mode and the AP lever on the Mode Controller
must be re-engaged. In the event of electric trim or autotrim
failure, the switch can be held depressed, which removes all power
from the trim system to allow the pilot time to turn off the
AVIONICS MASTER switch nndpull the (PITCH TRIM) circuit
breaker.
CWS (SYNC) - This switch when depressed and held will allow the
pilot to manually fly the airplane in pitch and roll without
disengaging the AP. When the switch is released the AP will
resume control, (within the pitch and roll attitude limits). The
CWS switch will resync the FD in PAH, or ALT hold mode and
will transfer the GA mode to PAH. When the CWS is held
depressed, manual electric pitch trim may be operated without
disengaging the AP.
TRIM UP DN - Manual electric pitch trim is activated by a dual-

action type switch that requires both halves be moved
simultaneously for actuating lip or down trim commands.
Operation of the manual electric pitch trim switch will disengage
the AP, (Except when CWS switch is held depressed as previously
noted). The third axis will not disengage with operation of manual
trim switch if the airplane is equipped with a KC 291.
GA (GO AROUND) - The GA switch is located on the throttle and

the operation of the switch will command a pitch attitude of 6 on
the FDI. Selection of the GA Mode when in the APPR or NAV
CPLD Mode will disengage the mode and revert to the FD Mode
(wings level) for lateral steering. The AP, if engaged, will
disengage. The AP, however, can be engaged or re-engaged with
GA Mode selected and will n)lIow the pitch command.
(c) FCS WARNINGS FLAGS AND ANNUNCIATORS

DESIGNATION AND OPERATION
FD - The KI 256 Flight Director Indicator does not have a warning

flag. However, the command bars will he biased out of view
whenever the system is invalid or a FD mode is not engaged.
HDG - This warning flag, mounted in the Pictorial Navigation

Indicator, will be in view whenever the Directional Gyro
information is invalid. If a HDG invalid occurs with either NAV,
APPR, or HDG modes selected, the AP and/or FD is disengaged.
Basic FD mode may then be re-engaged along with any vertical
mode and the AP re-engaged.
TRIM The TRIM warning light, located in the lower right corner
of th.e annunciator panel, will flash and be accompanied by an
audible warning whenever autotrim and/or manual electric pitch
trim failures occur. The trim servo motor running without a
command is monitored on manual electric and autotrim. The trim
servo motor not running when commanded to run and the trim
servo motor running in the wrong direction are monitored on
autotrim only. The TRIM warning light flashes four times and the
audible warning sounds when the test switch on the Mode
Controller is depressed.
GS - The Glide Slope valid (GS pointer being in view on PNI) has to
be present before GS may couple. If, after OS CPLD, the valid is
lost, the system will flash the GS Annunciator and revert from OS
CPLD to PAH with the FDI pitch steering bar providing pitch
attitude steering information. If the GS valid returns, the system
will revert back to GS CPLD.
NAV The NAV or APPR Modes (ARM or CPLD) may be

selected and will function with or without a NAV warning flag
present. The FDI bank steering will continue to provide steering
information with or without a valid NAV signal.
AP DISCONNECT ALERT - The Autopilot Disconnect Alert

will sound an audible warning for approximately two seconds
whenever the Autopilot engage lever on the KC 290 Mode
Controller is disengaged.
(t) BEFORE ENGAGING FLIGHT CONTROL SYSTEM

(I) Verify that aJl circuit breakers for the system are in.
(2) Allow sufficient time for the gyros to come up to speed and for
the system to warm up (3-4 minutes).
(g) PREFLIGHT CHECK (Must be performed prior to each flight)

(I) With no modes engaged and all valid flags retracted, depress
the Test Button on the Mode Controller. The Yaw Damp ON
light will illuminate and all annunciators will illuminate on the
annunciator panel, including the three marker lights. Also,
the r~d TRIM failure light will flash. At least four or more
flashes must be observed to indicate proper operation of the
autotrim/manual electric pitch trim feature and an audibJe
warning should sound.
(2) With the AP disengaged, run the following manual electric

pitch trim checks.
a. Actuate the left-side switch to the fore and aft positions.
The trim solenoid should engage, but the trim should not
nm. Solenoid engagement is recognized as an increase in
the force required to move the trim whee!.
AI;tuate the right-side switch to the fore Hnd aft positions.
The trim solenoid should not engage and the trim s!rould
not run.
b. Run the trim from full nose up to full nose down. The
time required is 61 6 seconds.
c. Grasping the manual trim wheel, run the trim both up
and down and check the overpower capability. (Check
that the trilll indicator moves with the whee!.)
d. Press the AP DISC/TRIM INTERRUPT switch down
and hold. The manual electric pitch trim will not operate
either up or down.
(3) Engage the FD. Then engage the APt depress the CWS
switch, center the fli ght controls and then release thc CWS
switch. Apply force to the controls to determine if the AP can
be overpowered.
(4) Engage the FD and AP and put in a pitch (UP) command
using the vertical trim sw itch on the Mode Controller. Hold
the control column to keep it from moving and observe the
autotrim run in the nose up direction after approximately
three seconds delay. Usc the vertical trim switch and put in a
pitch (DN) command. Hold the control column and observe
the autotrim run in the nose down direction after
approximately three seconus.
(5) Engage the HDG mode and the AP. Set the HOG bug to
comma nd a right turn . The cont rol wheel will rotate
clockwise. Set the HOG bug to com mand a left turn. The
control wheel will rotate counterclockwise.
(6) Toggle the Accelerometer test switch to the (UP) position; the
autopilot will disengage. Re-engage the AP and toggle the
switch to the (ON) position; the autopilot will disengage.
CAUTION
Operation of the Autopilot on the ground may

cause the Autotrim to run because of back force
generated by elevator downsprings or pilot
induced forces. Therefore, disengage the AP
and check that the airplane manual Pitch Trim
is in the Takeoff position prior to takeoff.
CAUTION
If the Autopilot circuit brcuker is pulled, the

red "TRIM" failurc light on the Annunciator
panel will be disabled and the audible warning
will continuously sound indicating that the
failure light is disabled. In this event the
"PITCH TRIM" circuit breaker should be
pulled and in-flight Trim accomplished by
using the manual Pitch Trim Wheel.
(h) IN-FLIGHT OPERATION

(I) Engage Procedure:
After takeoff, clean up airplane and establish climb. Engage

the FD mode first, monitor flight controls and engage AP.
The pitch attitude will lock on any attitude up to 15 in pitch.
Engaging and holding the CWS switch allows the pilot to

momentarily revert to manual control while retaining his
previous modes, except GA, and conveniently resuming that
profile at his discretion.
NOTE
Some conditions of airplane rigging tolerances

may prevent the airplane from being trimmed
in pitch to airspeeds below AP Vmo at aftward
loading, to prevent continuous servo operation
and possible damage. Autopilot operation
under these conditions is restricted in Section-
2. Check to see that pitch trim can be
maintained before engaging the AP.
(2) Diseng"ge Procedure:

Check the airplane trim by monitoring the command bars
before disengaging the AP. While holding the flight controls,
disengage the system by one of the following methods:
depressing the pilot's AP DISC switch, by operating the
manual electric pitch trim switch, or by operating the AP
engage lever on the Mode Controller. The AP light on the
annunciator panel will flash at lenst four times and remain off
to indicate that the AP is disengaged. To deactivate the flight
director system. depress the FO switch on the Mode
Controller or depress the AP DISC/TRIM INTERRUPT
switch on the pilot's control wheel.
NOTE
If the airplane is equipped with an optional KC

291, the optional Yaw Damper Mode will
disengage with the use of the pilot's control
whecl "AP DISC" switch, but will nOI
disengage automaticall y when the Mode
Controllcr "AP" switch is disengaged or when
the manual Electric Pitch Trim is operated. The
Yaw Damper can be engaged or disengaged at
any time by depressing the Yaw Controller
"YAW DAMP" switch.
(3) Flight Director Mode (FO):

The FO mode must be engaged berore the AP can bc engaged.
The FO alone indicates PAH Ilnd wings level. The pilot may
choose to fly the FOI commands manually, without the AP
engaged, by depressing the FD mode switch on the Mode
Controller and selecting any of the other modes he wishes to
follow. When the AP is engaged, the airpiane will
automatically follow the POI commands. The FD may be
disengaged by depressing the PO mode switch on the Mode
Controller at any time the AP is not cngaged or by pressing
the AP DISC/TRIM INTERRUPT switch on the pilot's
control wheel with or without the AP engaged. FO mode
engagement is displayed on the annuncialor.
NOTE
The "Vertical Trim" switch. located on the

Mode Controller. may be used to trim the
command pitch attitude at a rate of one degree
per second (the pitch attitude degrees legend on
the airplane attitude indicator will not serve to
indicate accurate FDI pitch steering bar pitch
attitudes in degrees).
(4) Altitude Hold Mode (ALT):

When the ALT switch on the Mode Controller is pressed. the
FDI will provide commands for maintaining the pressure
altitude existing at the time the switch is depressed. For
smooth operation, engage the ALT "t no greater than 500 feet
per minute climb or descent. The ALT will automatically
disengage when glideslope couples or the GA switch is
depressed. ALT hold may be turned off at any time by
depressing the ALT switch. ALT engagement is displayed on
the annunciator panel.
NOTE
The "Vertical Trim" switch, located on the

Mode Controller, may be used to change or
trim the altitude up or down at 500 to 700 PPM
without disengaging the mode. The new
pressure altitude that exists when the switch is
released will then be held.
(5) Heading Mode (HOG):

Set the heading bug to the desired heading on the PNT, depress
the HOG switch on the Mode Controller and HOG will be
displayed on the annunciator panel. The airplane FDI andlor
AP will command a turn to the heading selected and hold. The
pilot may then choose any new heading by merely setting the
bug on a new heading. The airplane FOI and/or AP will
automatically command a turn in the direction of the new
setting. To disengage the HOG Mode, depress the HDG
switch on the Mode Controller and observe the HDG light go
out on the annunciator. The HDG mode will automatically
disengage when APPR or NAV CPLD is achieved.
(6) Navigation Mode (NAY):

The Navigation mode may be selected by tuning the NAY
receiver to the desired frequency, setting the CDI to the
desired radial and depressing the NAY switch on the Mode
Controller. The annunciator will indicate NAY ARM until
intercepting the selected course, unless the NAY switch is
engaged with wings level and a centered needle on the CD!.
Then the mode will go directly to NAY CPLD as displayed on
the annunciator panel. The system can intercept at any angle
up to 90 and will always turn toward the course pointer. If a
condition requiring a capture exists at mode engagement. the
pilot is required to set up an intercept angle using either HDG
or FD mode. NAY may be disengaged by depressing the NAY
switch or by engaging HDG when in NAY CPLD or APPR
when in NAY CPLD/ ARM.
CAUTION
The "NAV" mode of operation will continue to

provide airplane command and/or control
without a valid VOR/LOC signal (NAV flag in
view).
(7) Approach Mode (APPR):

The Approach mode may be selected by tuning the NAV
receiver to the desired VOR or LOC frequency, setting the
CDI to the desired radial or front course and depressing the
APPR switch on the Mode Controller. The annunciator will
indicate APPR ARM until the course is intercepted unless the
APPR switch is engaged with the wings level and there is a
centered needle on the CD!. Tn that situation, the mode will go
directly to APPR CPLD as displayed on the annunciator
panel. The system can intercept at any angle up to 90 and will
always turn toward the course pointer. See approach
procedure for more detail. APPR mode can be disengaged by
depressing the APPR switch on the Mode Controller; by
depressing the GA switch on the left engine throttle control; or
by engaging HDG or NAV when in APPR CPLD. The
annunciator panel indicates the status of the approach mode.
CAUTION
The "APPR" mode of operation will continue

to provide airplane commands andlor co ntrol
view).
(8) Back Course Mode (Be);

For BC operation proceed as for normal approach mode, but
engage BC after selecting APPR. The BC switch reverses the
signals in the computer and can not be engaged without a LOC
frequency selected. BC status is indicated on the annunciator
panel. BC mode can be disengaged by depressing either BC,
APPR or GA swi tches, or by se lecting other than a LOC
frequency on the NAV receiver.
(9) Vertical Mode Switch (Trim UplDn);

Operation of the vertical trim switch on the Mode Controller
provides a convenient means of adjusting the ALT hold or
PAH angle function without disengaging the mode.
( JO)Go-Around Mode (GA):

The GA mode may be engaged by deprecssing the GA switch
on the left engine throttle. GA wi ll illuminate on the
annunciator panel indicating mode status. The GA mode
commands a fixed pitCh up angle. The AP, if engaged, will
disengage. After the airplane has been trimmed to the GA
.,ttitude and a climb configuration established the AP .may be
be re-engaged. GA wilt cancel all other vellical modes as weIJ as
APPR or NAV CPLD.
(1 1)Yaw Damper Mode (YAW DAMP);

The optional Yaw Damper mode engages automatica!1y when
the AP is engaged or may be engaged or disengaged separately
by the use of the YAW DAMP sw itch on the Yaw Controller.
The Yaw Damper provides directiona l damping plus turn
coordination as a third axis with AP e ngaged or as a stand
along system with only the YAW DAMP on.
(i) VOR PROCEDURES

(1) Tunc NAV receiver to the appropriate frequency.
(2) Se t the desired heading with the HOG bug to intercept the
radial and engage HOG and AP (Maximum recommended
intercept angle is 90).
(3) Select the desired radial and engage NAY. The FCS will
remain on HDG ns indicated on the annunciator panel and in
ARM on the NAV mode. When the airplnnc intercepts Ihe
beam, the system will automatically couple ami Irock in NAV
mode and indicate CPLD on the annunciator panel.
(4) A new course may be selected over the VOR station when
operating in the NAV mode, by selecting a new radial when
the To-From indication changes.
(5) For VOR approach. sec approach procedure.
U> APPROACH PROCEDURES

(I) Tune JLS orVOR.
(2) Sct COl to front course,
(3) Set Heading Bug and engage HDG to intercept beam at any
angle. (Maximum recommen<.led intercept angle is 90.)
(4) Engage APPR and Note APPR ARM on the annunciator
panels.
(5) When the airplane approachcs the beam; APPR will couple;
HDG will dccouple; thc FDI and/or AP will give commands
to track LOC or VOR; and CPLD will illuminate on the
annunciator panel.
(6) When the glide slope beam is intcrcepte<.l. the glide slope will
coup le automatica ll y and indicate OS on the annunciator
panel. If ALT was cngaged prior to intercepting the
glide slope, it will automatic<llly disengage when OS couples.
Airplane FDT and/or AP wj[] now provide command to track
LOC and GS. Adjust throttles 10 conlrol speed on descent. Set
HDG bug for misscd approach but do nol engagc HDG.
(7) When middle marker s ign<ll is received, system will
automatically switch to <I more stable track modc.
NOTE
Operation of the marker lest functio n after

approach coupled will reduce the flight control
system gain. If th is should occur, the APPR
mode should be recycled.
(8) Landing or missed approach.

a. Disengage AP and land.
b. Go Around by depressing GO AROUND switch on lefl
engine throll ie and applying full power. The AP if
engaged will disengage. APPR may be engaged for a
straight away missed approach or HDG may be engaged
10 turn to the missed approach heading. Aflcr the Go
Around attitude has been established and the airplane
has been retrimmcd. the Au topilot may be engaged or re-
engaged.
(k) BACK COURSE PROCEDURE

Same as front course except that BC is engaged afler APPR is
engaged and the airplane must be set for descent manually by
holding the vertical trim switch DN o n the MODE
CONTROLLER if in ALT HOLD or by establishing the desired
Pitch Angle using the CWS or Vertical Trim Switch if in PAH.
Installation ()f the King KFC 200 Flight Control System docs not affect
the basic performance information presented by Sect ion 5 of this handbook.
THIS PAGE INTENTIONALLY LEfT BLANK

AND
FAA APPROVED AIRPLANE FUGHT MANUAL
SUPPLEMENT NO.9
FOR
KAP 200 AUTOMATIC FLIGHT CONTROL SYSTEM
WITHOUT FLIGHT DIRECTOR INSTALLATION
SECTION 1- GENERAL

and FAA Approved Airplane Flight Manual when the KAP 200 Automatic
Flight Control System is installed per the Equipment List. The information I
Handbook and FAA Approved Airplane Flight Manual only in tIlose areas
contained in this supplement, consult the basic Pilot's Operating Handbook
FAA APPROVED ~L
:H:TROMP~ER
D.O.A. NO. SO-2
LAKELAND, FLORIDA
The KAP 200 System autopilot is c.:crtil1ctl in this nirplnne with two-axis
con trol . pitc h and roll or three-axis control if optiona l Yaw Ax is is
installed. The optional third axis (Yaw) when installed gives three-axis
damping and control whenever the autopilot mode is engaged. With the
install ation of an optional KC 291 Xaw Damper Mode Controller, Yaw
Damping a nd turn coordination is available with or without the basic
autopilot mode being engaged. Both the two-ax is aud thrcc-axis version of
the system arc described in this supplement.
The airplane is equipped with an electric pitch trim system which is also
used to accomplish automatic trimming to unload the autopilot elevator
servo so that autopilot disengagement docs not result in transient Airplane
motion. An autotrim/manual electric pitch trim monitor is provided in the
autopilot. Autotrim and/or manual electric pitch trim faults arc visually
annunciated on the Mode Annunc iator a nd accompanied by an audible
warning.
Th is airp lane is equipped with a manual electric pi tch trim system

designed to withstand any type in-flight single malfunction provided that the
system is fully functi onal during the preflight operational check.
ABBREVIATIONS
ALT Altitude or Altitude Hold

AP Autopilot
APPR Approach
ARM System Arm for Capture
BC Back Course
CDI Course Deviation Indicator or Control
CPLD Coupled
CWS (SYNC) Control Wheel Steering or Synchronization
DISC Disconnect
FCS Flight Control System
FD Flight Director
FDI Flight Director Indicator
GA Go Around
GS Glideslope
HDG Heading Select
LOC Localizer
NAV Navigation
PAH Pitch Attitude Hold
PNI Pictorial Navigation Indicator
(a) During autopilot operation, pilot must be seatcd at the controls

with seat belt fastened. Operation is limited to the left-side pilot
position.
(b) Maximum speed for autopilot operation is 210 KIAS.
Additionally, autopilot operation is limited airspeeds at or
below which elevator trim can be maintained.
(c) During autopilot operation, the wing flaps must not be extended
beyond 15.
(d) The autopilot must be disengaged during takeoff and landing.
(e) System approved for Category I operation only (APPR or BC
selected).
(f) Autopilot attitude command limits:
Pitch 15
Roll 25
Yaw NA
(g) The maximum altitude for operation of the autopilot has not been
determined. The maximum altitude demonstrated during flight
tests was 24,000 feet.
(h) Single-engine llutopilot coupled go-arounds prohibited.
(b) Plucarus:
Location - Pilot's control wheel, left horn:

DISC INTERRUPT (NP DISC)
CWS (SYNC)
DN
TRIM
UP
-Immediately beneath the Kt 525A Pictorial Navigation

Indicator:
CONDUCT AFCS PREFLIGHT

-Immediately adjacent to KC 292 (if equipped with a

third axis without KC 291):
3 AXIS AP CONTROL
-Immediately adjacent to the Accelerometer Test Switch:
ACCELEROMETER
TEST
UP
DN
SECTION 3 EJ\1ERGENCY PROCEDURES
(a) AUTOPILOT/YAW DAMPER DISENGAGEMENT

Disengage the AUlOpilot/Yaw Damper andlor prevent cn-
gagement by:
(I) Pilot's AP DISC switch.
(2) AP engage lever on Mode Controller and Yaw engage switch
on Yaw Controller (if so equipped).
(3) Pulling the AUTOPILOT circlIil breaker.
(4) Turning master switch OFF.
(5) Turning avionics master switch OFF.
(b) AUTOMATIC AUTOPILOT DISENGAGEMENr

Any of the following will cause the autopilot to automatically
disengage
([). External power failure.
(2) Actuating manual electric trim.
(3) Internal Flight Control System failure.
(4) With KCS 55A system, a loss of compass valid (displaying
HOG flag) disengages the AP when a mode using heading
information is engaged. With HOG flag prescnt only AP and
vert ical modes can bc selected.
(5) In the event of an autopilot malfunction, the KA 132
Acceleration switch wi ll disconnect the autopilot if the
established "0" envelope is exceeded.
(c) MANUAL ELECTRIC PITCH TRIM

Mnnual e lectric pitch trim can be disengaged by pressing AP
DISC/T RIM INTERRUPT switch and holding down until
recovery can be made. Then !Urn off AVIONICS MASTER switch
and manually retrim the airplane us ing the manual trim control
wheel. After the airplane is trimmed out, pull the (PITCH TRIM)
breuker and turn the AVIONICS MASTER switch back on.
(d) MAXIMUM ALTITUDE LOSSES DUE TO AUTOP ILOT

MALFUNCTION
(I) Cruise, Climb, Descent 400 feet
(2) Maneuvering 60 feet
(3) APPR 60 feet
(4) SE APPR 60 feet
CAUTION
When th e autopilot is engaged, manlla l

application of a fo rce to thc pitch axis of thc
control wheel for a period of three seconds or
morc wi ll result in the autotrim system
opera ting in the direc tion to c reate a forc e
opposing the pilot. 111is opposing mistrim force
wi ll continue to increase as long as the pilot
applies a force to the control wheel, and will
ultimatel y overpower thc autopilot. If thc
autopilot is disengaged under these cond itions,
thc pilol may be required to exert control forces
in excess of 50 pounds to maintain the desired
aircraft altitude. The pilo t wi ll have to maintnin
this control force while he manually rclrims thc
aircraft.
(e) ENGINE FAILURE (Coupled)

( I) Disengage AP
(2) Fo ll ow basic Airplane F lig ht Mllnual single -eng ine pro-
cedures.
(3) Airplane ruoder anti aileron axes must be manually trimmed
prior to engaging nUlopi lot for single-engine operations.
CAUTION
If rudder anti aileron t ri m ca nn ot be

nHlint ai ned when power is c hanged during a
sing le-e ngi ne coupl ed approach, d isengage
uutopilot and continue approach mnnually.
(n) The ai rplane MASTER SW ITCH function is unchanged and can

be used in an emergency to shut off all e lectrical power while the
problem is isolated.
(b) The AVIONICS MASTER swi tch supplies power to the avionics
bu s bar of the radi o circu it breakers, AUTOPILOT and PITCH
TRIM ci rcuit breakers.
(c) The KAP 200 is controlled by the following circuit breakers.
AUTOPILOT - This supplies power to the FCS KC 295

Computer, KC 292 Mode Controller, KA 285 Annunciator Panel,
and AP Pitch and Roll Servos. When optional yaw damper system
is installed, this breaker also supplies power to the KC 296 Yaw
Computer, the Yaw Servo, and the optional KC 291 if so equipped.
AVIONICS MASTER - This in conjunction with the AVIONICS

MASTER switch supplies power to the avionics bus.
COMPASS SYSTEM - This supplies power to the KCS 55A

Compass System.
PITCH TRIM - This supplies power to the FCS autotrim and

manual electric pitch trim systems.
(d) PILOT'S CONTROL WHEEL SWITCH FUNCTIONS
AP DISC/TRIM INTERRUPT - This emergency disconnect

switch will disengage the AP and/or YD and interrupt the power
to the electric trim system. To resume AP control, the AP lever on
the Mode Controller must bc re-engaged. In the event of electric
trim or autotrim failure, the switch can be held depressed which
removes all power from the 'trim system to allow the pilot time to
turn off the AVIONICS MASTER switch and pull the (PITCH
TRIM) circuit breaker.
CWS (SYNC) - This switch when depressed and held will allow the
pilot to manually fly the airplane in pitch and roll without
disengaging the AP. When the switch is released the AP will
resume control, (within the pitch and roll attitude limits). The
CWS switch will resync PAH, or ALT hold mode. When the CWS
is held depressed, manual electric pitch trim may be operated
without disengaging the AP.
TRIM UP/DN - Manual electric pitch trim is activated by a dual-

action type switch that requires both halves be moved
simultaneously for actuating up or down trim commands.
Operation of the manual electric pitch trim switch will disengage
the AP. (Except when CWS switch is held depressed as previously
noted.) The third axis will not disengage with operation of manual
trim switch if the airplane is equipped with a KC 291.
(c) FCS WARNINGS FLAGS AND ANNUNCIATORS

DESIGNATION AND OPERATION
HOG ~ This warning flag, mounted in the Pictorial Navigation

Indicator. will be in view whenever the Directional Gyro infor-
mation is invalid. If a HDG invalid occurs with either NAV,
APPR, or HOG modes selected, the AP is disengaged. Basic AP
mode may then be rc-engaged along with any vertical mode.
TRIM - The TRIM warning light, located in the lower right corner
of the annunciator pane l, will flash lind be accompanied by an
audible warning whenever the following aulotrim and/or manual
electric pitch trim failures occur. The trim servo motor running
without a command is monitored on autotrim and manual electric
trim. The trim servo motor not running when commanded to run
and lhe trim servo motor running in the wrong direction are
monitored on autotrim only. The TRIM warning light should at
least flash four times and the audible warning sounds when the test
switch on the Mode Controller is depressed.
GS - Thc Glide Slope valid (GS pointer being in vicw on PNI) has to
be present before GS may couple. If, after OS CPLD, the valid is
lost, the system wii1 flash the OS Annunciator and revert from GS
CPLD to PAH. If the GS valid returns, the system will revert back
to OS CPLD.
NAV - The NAV or APPR Modes (ARM or CPLD) muy be

selected and will function with or without a NAV warning flag
present.
AP DISCONNECT ALERT - The Autopilot Disconnect Alert

will sound nn audible warning for approximately two seconds
whenever the Autopilot engage lever on tht: KC 292 Mode
Controller is disengaged.
in BEFORE ENGAGING FLIGHT CONTROL SYSTEM

(I) Verify thaI all circuit breakers for the system arc in.
(2) Allow sufricienl time for the gyros to come up to speed and for
the system to warm up (3-4 minutes).
(g) PREFLIGHT CHECK (Must be performed prior to each flight)

(1) With no modes engaged and all valid flags retracted, depress
the Test Button on the Mode Controller. The Yaw Damp ON
light will illuminate and all annunciators will illuminate on the
annunciator panel, including the three marker lights. Also,
the red TRIM failure light will flash. At least four or more
flashes must be observed to indicate proper operation of the
autotrim/manual electric pitch trim feature and an audible
warning should sound.
(2) With the AP disengaged, run the following manual electric
pitch trim checks.
a. Verify that the PITCH TRIM circuit breaker is in.
b. Actuate the left-side switch to the fore and aft positions.
The trim solenoid should engage and the trim should not
run. Solenoid engagement is recognized as an increase in
the force required to move the trim wheel.
Actuate the right-side switch to the fore and aft positions.
The trim solenoid should not engage and the trim should
not run.
c. Run the trim from full nose up to full nose down. The
time required is 61 6 seconds. '
d. Grasping the manual trim wheel, run the trim both up
and down and check the overpower capability. (Check
that the trim indicator moves with the wheel.)
e. Press the AP DISC/TRIM INTERRUPT switch down
and hold. The manual electric pitch trim will not operate
either up or down.
(3) Engage the AP, depress the CWS switch, center the flight
controls and then release the CWS switch. Apply force to the
controls to determine if the AP can be overpowered.
(4) Engage the accelerometer test switch UP position. The AP
should disconnect. Re-engage and repeat the test in the
DOWN direction. The AP should again disconnect.
(5) Engage the AP and put in a pitch (UP) command using the
vertical trim switch on the Mode Controller. Hold the control
column to keep it from moving and observe the autotrim run
in the nose up direction after llpproximately three seconds
delay. Use the vertical trim switch and put in a pitch (DN)
command. Hold the control column and observe the alltotrim
run in the nose down direction after approximately three
seconds.
(6) Engage the AP and HDG. Set the HDG bug to command a
right turn. The control wheel will rotate clockwise. Set the
HOG bug to command H left turn. The control wheel will
rotate counterclockwise.
CAUTION
Operation of the autopilot on the ground may

cause the autotrim to run becDuse of back force
generated by elevator downsprings or pilot
induced forces. Therefore, disengage the AP
and check that the nirplll.ne m:101I111 pitch trim is
in the takeoff position prior to takeoff.
CAUTION
If the autopilot circu it breaker is pulled, the red

"TR IM" failure light on the annunciator panel
wi ll be disabled and the audible warning will
continuously sound indicating that the failure
light is disabled. In this event the "PITCH
TRIM" circuit breaker should be pulled and in-
flight trim accomplished by using the manual
pitch trim wheel.
(h) IN-FLIGHT OPERATION

( I) Engage Procedure:
After takcoff, clean up airplane and establish climb. Monitor
flight controls and engage the AP. The pitch attitudc will lock
on any attitude up to IS".
Engaging and holding the CWS switch allows the pilot to

momentarily revert ttl mnnulil control while retaining his
previous modes and conveniently resuming lhat profile at his
discretion.
NOTE
Some conditions of the airplane rigging

tolerances may prevent the airplane from being
trimmed in pitch to airspeeds below AP VMQ
at aftward loading. To prevent continuous
servo operation and possible damage. autopilot
operation under these conditions is restricted in
Section 2. Check to sec that the pitch trim can
be maintained before engaging the AP.
(2) Disengage Procedure:

While holding the flight controls, disengage the system by one
of the following methods: depressing the pilot's AP DISC
switch, by operating the manual electric pitch trim switch, or
by operating the AP engage lever on the Mode Controller.
The AP light on the annunciator panel will tlash at least four
times and remain off to indicate that the AP is disengaged. All
other modes will also disengaged.
NOTE
If the airplane is equipped with a KC 291, the
optional yaw damper nlode will disengage with
the lise of the pilot's control wheel "AP DISC"
switch, but will not disengage automatically
when the mode controller "AP" switch is
disengaged or when the manual electric pitch
trim is operated. The yaw damper can be
disengaged at any time by depressing the yaw
controller "YAW DAMP" switch.
(3) AP Mode:
The AP must be engaged before any other mode can be
engaged. The AP alone indicates PAH and wings level. The
AP will automatically follow any other modes engaged.
Disengaging the AP disengages all other modes.
NOTE
The "VERTICAL TRIM" switch, located on
the mode controller, may be lIsed to trim the
command pitch attitude at a rate of one degree
per second.
(4) Altitude Hold Mode (ALT):

When the AP is engaged and the ALT switch on the Mode
Controller is pressed, the AP will provide commands for
maintaining the pressure altitude existing at the time the
switch is depressed. For smooth operation, engage the ALT at
no greater than 500 feet per minute climb or descent. The ALT
will automatically disengage when glides)ope couples. ALT
hold may be turned off at any time by depressing the ALT
switch. ALT engagement is displayed on the annunciator
panel.
Nom
The "VERTICAL TRIM" switch, located on
the mode controller. may be used to change or
trim the altitude up or down at 500 to 700 FPM
without disengaging the mode. The new
pressure nhiludc thlll .cxists when the switch is
released will then be held.
(5) Heading Mode ( HDG):

Sct the heading bug to the desired heading on PNI, engage AP
and depress the HDG switch on the Mode Controller and
HDG will be displayed on the annunciator panel. The AP will
command a turn to the heading selected and hold. The pilot
may then choose any new heading by merely setting the bug
on the new heading. The AP will automatically command II
lurn in the direction of the new setting. To disengage the HOG
Mooe, depress the HDG switch on the Mode Controller and
observe the HDG light go out on the annunciator. The HDG
mode wi ll automatically disengage when APPR or NAY
CPLO is achieved.
(6) Navigation Modc (NAY):

The Navigation mode may be selected by tuning the NAY
receiver to Ihe desired frequency, sefling the CD! to the
desired radial nnd with the AP engaged depressing the NAY
sw itch on the Mode Controller. The annunciator will indicate
NAY ARM until intercepting the selected course, unless the
NAY switch is engaged with wings level and a centered needle
on the COL Then the mode will go directly to NAV CPLD as
displayed on the annunciator panel. The system can intercept
at <lny Hngle up to 90 0 and will always turn toward the course
pointer. If a condition requiring a capture exists at mode
engagement, the pilot is required to set up an intercept angle
using either HOG or AP mode. NAV may be disengaged by
depressing the NAV switch or by engaging HOG when in
NAV CPLD or APPR when in NAV CPLD/ARM.
CAUTION
The "NAV" mode of operati on will continue to

provide airplane command andlor control
without a valid VOR/LOC 5ignal (NAV nag in
view).
(7) Approach Mode (APPR):

The Approach mode may be selected by tuning the NAV
receiver to the desired VOR or LOC frequency, setling the
COl to the desired radial or inbound heading and with the AP
engaged depressing the APPR switc h on the Mode
Controller. The annunciator will indicate APPR ARM until
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 situation, the mode will go directly to APPR CPLD as
displayed on the annunciator panel. The system can intercept
at any angle up to 90" and will always turn toward the course
pointer. See approach procedure for more detail. APPR
mode can be disengaged by depressing the APPR sw itch on
the Mode Controller; or by engaging HDG or NAV when in
APPR CPLD. The annunciator panel indicates the status of
the approach mode.
CAUTION
The "APPR" mode of operation will continue to

provide airplane com mand s and/or contro l
view).
(8) Back Cou rse Mode (BC):

For BC operation proceed as for normal approach mode, but
engage BC after select ing APPR. The BC switch reverses the
signals in the computer and cannot be engaged without a LOC
frequency selected. BC stalUS is indicated on the annunciator
panel. BC mode can be disengaged by depressing either the
BC or APPR switches, or by selecting other than a LOC
frequency on the NAV receiver.
(9) Vertical Mode Switch (Trim UplOn):

Operation of the vertical trim switch on the Mode Controller
provides a convenie nt means of adjusting the ALT hold
altitude or PAH angle function without disengaging the
mode.
(IO)Yaw Damper Mode (YAW DAMP):

The optional Yaw Damper mode engages automatically when
the AP is engaged or may be engaged or disengaged separately
by the use of the YAW DAMP switch on the optional Yaw
Controller if so equipped. The Yaw Damper provides
directional damping plus turn coordination as a third axis
with AP engaged or as a stand alone system with only the
YAW DAMP.
(i) VOR PROCEDURES

(I) Tune NAV receiver to the appropriate frcquency.
(2) Set thc desired hcading with the HDG bug to intercept the
radial and engage AP and HDG (Maximum recommended
intercept angle is 90).
(3) Select the desired radial and engage NAV. The AP will remain
on HOG as indicated on the annunciator panel and in ARM
on the NAV mode. When the airplane intercepts the beam, the
system will automatically couple and track in NAV mode and
indicate CPLD on the annunciator panel.
(4) A new course may be selected over the VOR station when
operating in the NAV mode, by selecting a new radial when
the To-From indication changes.
(5) For VOR approach, sec approach procedure.
U) APPROACH PROCEDURES
(I) Tunc ILS or VOR.
(2) Set CD! to front course.
(3) Set Heading Bug and engage AP and HDG to intercept beam
at any angle. (Maximum recommended intercept angle is
90.)
(4) Engage APPR and note APPR ARM on the annunciator
panel.
(5) When the airplane approaches the beam; APPR will couple;
HDG will decouple; the AP will give commands to track LOC
or VOR; and CPLD will illuminate on the annunciator panel.
(6) When the gJideslope beam is intercepted, the glides lope will
couple automatically and indicate GS on the annunciator
panel. If ALT was engaged prior to intercepting the
glideslopc, it will automatically discngage when GS couples.
The AP will now provide command to track LOC and GS.
Adjust throttles to control speed on descent. Sct HDG bug for
missed approach but do not engage HDG.
(7) When middle marker signal is received,system will
.automatically switch to a more stable track mode.
NOTE
Operation of the marker test function after the

approach coupled will reduce the flight control
gains. If this should occur, the approach mode
should be recycled.
(8) Landing or missed approach.

a. Disengage AP and land.
b. For a missed approach see the Balked Landing
Procedure recommended in Section 4 of this manual.
The Autopilot may be engaged after the desired climb has
been established and the airplane has been trimmed to
the new airplane attitude.
(k) BACK COURSE PROCEDURE

Same as front course except that BC is engaged after APPR is
engaged and the airplane mllst be set for descent manually by
holding the vertical trim switch DN on the MODE
CONTROLLER if in ALT HOLD or by establishing the desired
PAH using the CWS or Vertical Trim Switch if in PAH.
Installation of the King KAP 200 Flight Control System does not affect
the basic perfomHince information presented by Section 5 of this handbook.

AND
SUPPLEMENT NO. 10
FOR
COLLINS ANS-3S1 AREA NAVIGATION SYSTEM
SECTION 1 - GENERAL

and FAA Approved Airplane Flight Manual when the Collins ANS-351
Area Navigation System is installed per the Equipment List. The infor-I
mati on contained herein supplements or supersedes the basic Pilot's
FAA APPROVED _4'''7L-'

D~LER
/_/:...:~!!oo'
~=----J).'---------
D.O.A. NO. SO-2
LAKELAND, FLORIDA
DESCRIPTION
The Collins ANS-35I RNAV provides the pitot with an option of direct
flight via a selected course to a predefined point without having to fl y directly
toward or away from the navigation station. This ability allows more lateral
freedom and effectively optimizes airspace while at the same time econ-
omizes on time and fuel.
The RNAV system consists of the #1 Collins VIR351 Navigation Re-

ceiver. the Collins DME45I DME with INO-450 (or IND45I which elim-
inates NAY mode selector) Indicator and the Coll ins ANS-351 Area Nav iga-
tion Computer. Once installed, the ANS-35J becomes an integral part of the
navigation receiver/ indicator and DME to which it is connected. When not
operat ing in the RNAV motle, the ANS-35J system provides VOR or
Localizer conversion for the se lecteu NAV frequency.
When operating in RNAV mode. the ANS35 1 RNAV computer

furnishes cou rse deviation data to the Flight Director system. AutopiloV
Flight Director operation is the same as it is in VOR mode except that course
selection on the Flight Director Course Indicator (CDT) or Pictorial Navi-
gation Indicator (PNI) is relative to the course to or from the RNAV way-
point. The TO/FROM flag indicates whether the waypoint is ahead of or be-
hind the airplane when flying along the selected RNAV course.
CONTROLS AND INDICATORS
,
AM.IENT LlOfiT .ENIO'"
WAYPOIN1'
NUM.!'"
FlADIA~
DIITANC!
\
I.. .. .
DISTANC!
IU!CTO"
WAYfI(IIN1 CHECK
IUICTGF .UTTO~
ANS351 AREA NAVIGATION COMPUTER
CONTROL OR
INDICATOR FUNCTION
Mode Control Select ENR (enroute) or APPR (approach)

(ENR/APPR) modes of operation. In the enroute mode, CDI
deviation is I mile/dot, 5 miles full scale. In ap-
proach mode, COl deflection is 0.25 mile/dot,
1.25 miles full scale.
Waypoint Selector Sequences display waypoints from I through 8.

(WPT) Winking number indicates non-active way-
point; steadily on waypoint number indicates
the active waypoint.
Return Button (RTN) When a non-active waypoint is currently being

displayed, pressing RTN (return) button re-
turns the display to the active waypoint or to a
selected VOR/LOC display when in a non-
RNAV mode.
Use Button (USE) Pressing the USE button converts the waypoint
being displayed into the active waypoint.
Radial Selector Two concentric knobs set radial information into

the display. Knobs control information as
follows:
Large knob: Changes display in ) O-degree
increments.
Small knob, pushed in: Changes display in
) -degree increments.
Small knob, pulled out: Changes display in
0.) -degree increments.
CONTROL OR
INDICATOR FUNCTION
Distance Selector Two concentric knobs set distance information

in nautical miles into the display. Knobs con-
trol information as follows:
Large knob: Changes display in 10-mile
increments.
Small knob, pushed in: Changes display in
I-mile increments.
Small knob, pulled out: Changes display in
O.I-mile increments from 00.0 through
100 miles. Beyond 100 nautical miles,
changes display in I-mile increments.
Check Button (CHK) Pressing CHK (check) button causes DME and
bearing indicators to display raw distance and
bearing information. RNAV computation,
COl deviation, to/from display, and autopilot
tracking of RNAV path remain unaffected. The
check button is spring-loaded to prevent per-
manent actuation.
Ambient Light Automatically adjusts display lighting intensity

Sensor as a function of cockpit ambient light.
VOR AND LOCATOR MODES OF OPERATION
To operate in the VOR mode rotate the waypoint selector to allow se-
lection and programming of each waypoint number. It will not be possible to
select an active (continuously on) waypoint. Depressing the USE button in
attempting to activate a waypoint will have no effect in the VOR mode; that
is, the currently displayed waypoint will continue to wink, indicating a non-
active waypoint even though the USE button is depressed. Depressing RTN
will restore VOR mode display.
When a Localizer frequency is selected on the #1 NAV receiver, regard-

less of the position of the Navigation System Mode Control, the ANS-35I
display will immediately spellout LOC. Rotating the waypoint selector wi1l
allow selection and programming of each waypoint number, however it will
not be possible to select an active waypoint. Depressing the USE button will
have no effect and depressing the RTN button will restore the LOC display.
NOTE
When a localizer frequency is selected on # I

NAV receiver with the Navigation System
Mode Control in RNAV, all RNAV annun-
ciators will extinguish.
RELATED CONTROLS AND INDICATORS
In addition to the controls located on the front panel of the ANS-351

RNAV Computer, there are other controls that affect the operation of the
RNAV system. The following paragraphs list each of these controls and
describe their effect on system operation.
#1 NAV Receiver Power ON/OFF Switch and Frequency Controls
The #1 NAV Receiver ON/OFF switch controls the application of

primary power to the ANS-35I RNAV computer.
Operation of the ANS-351 is also dependent upon the VHF frequency

selected. VOR frequencies will result in RNAV operation, provided
RNAV mode is selected on the NAV System Mode Control and raw
DME data is available.
DME System ON/OFF Switch
The DME must be switched ON and locked onto a valid signal to pro-
vide a portion of the raw data needed for the RNAV computation. With
the ANS-351 ON and the DME OFF, the ANS-351 may be pro-
grammed for operation, and an active waypoint may be selected; how-
ever, no computations will be made. In this configuration (RNAV mode
selected with no DME input) the NAV flag will appear on the CD! and
the DME display will show dashes in distance, ground speed and time-
to-station.
NAV System Mode Control
The NAV System Mode Control selects the NAV receiver used to tune
the DME, provides a DME frequency hold feature and selects the
RNAV mode of operation. Selection of any mode, other than RNAV,
allows the VOR, LOC and DME functions to operate in their normal
manner.
Flight Director Course Indicator
Course Selection - The desired magnetic course to or from a waypoint

is selected using the OBS knob, as in a conventional VOR system.
Course Deviation - The course deviation bar represents the selected

RNAV course and moves left or right from the center line as the airplane
deviates from the selected course. The deviation sensitivity is 0.25
NM/dot out to 40 NM from the waypoint in the RNAV APPR (ap-
proach) mode, and I NM/dot in the RNAV ENT (enroute) mode.
TO/FROM - The TO/FROM flag indicates whether the waypoint is

ahead of or behind the airplane when flying along the selected course.
Use conventional VOR orientation procedures when flying off course.
WARNING FLAGS AND ANNUNCIATORS
NAV Flag - Located on the Flight Direct Course Indicator. When in view
during RNAV operation the flag indicates RNAV information is not valid.
May be caused by a failure within the ANS-3Sl RNAV Computer, or no
usable VOR or DME signa\.
DME WPT Legend - Located on DME display pane\. Illuminates then

RNAV mode is in operation to alert the pilot that DME displays are rela-
tive to the RNAV waypoint.
NAV Receiver WPT Legend - Located on face #1 NAV Receiver control

panel. Illuminates when RNAV mode is in operation to alert pilot that
digital TO/FROM bearing display is relative to RNAV waypoint.
"HSI RNAV DEV" Legend - Located on pilot's panel below DME indi-
cator. Illuminates when operating in RNAV mode and #1 NAV RCVR is
tuned to VOR frequency, to alert pilot that HSI needle is displaying linear
RNAV deviation.
(a) IFR approaches must be conducted in accordance with approved

instrument approach procedures.
(b) The ANS-3S1 may not be used with non-eo-located VOR/DME
facilities.
(c) Approach mode should be restricted to the distance of 50 nautical
miles or less from the waypoint in use.
(d) Enroute mode is restricted to ground speeds of under 400 knots at
. distances no greater than 200 nautical miles from the waypoint in
use.
Not applicable.
BEFORE TAKEOFF
Before each flight in which RNAV is to be used for primary guidance,

the following procedures would be used to verify RNAV system per-
formance.
(a) Taxi the airplane to a position free and clear of metal structures and
within good reception distance of a local VOR/DME facility.
(b) DME Power Switch - ON.
(c) #1 NAV Receiver - ON.
(d) NAV Mode Selector - RNAV.
(e) Local DMEIVOR Facility - TUNE using #1 NAV receivcr and
allow DME to lock on.
(f) RNAV Mode Control - APPR position.
(g) Waypoint Radial - SET to 000.0 degrees.
(h) Waypoint Distance - SET to 00.0 NM.
(i) OBS Knob - Rotate to center deviation indicator.
(j) RNAV Displayed Distance - NOTE after CD! and distance display
have stabilized.
(k) Check Button - PRESS. RNAV CD! and distance-to-waypoint
should agree with the RNAV VOR/DME data within 2 dots on the
CD! and 0.5 NM on the DME distance display.
PRESETTING WAYPOINTS ON GROUND
Way points arc entered after engine start, since waypoint information
will probably be lost with a low-voltage condition occurring during engine
cranking. Waypoint data should always be written in flight planning form
to facilitate checking later in flight. When power is first applied to the
ANS-3SI Computer and RNAV mode has been selected, waypoint number I
will be active (waypoint number not blinking) and waypoint bearing and
distance, preset to zero, will appear.
(a) #1 NAV Receiver - ON.
(b) NAV Mode Selector - RNAV.
(c) Waypoint #1 Coordinates - SET.
(d) Waypoint Selector - ::?ET to #2. Note waypoint number is blinking
indicating inactive waypoint.
(e) Waypoint #2 Coordinates - SET.
(f) Repeat steps (d) and (e) to set in up to 8 waypoints.
(g) RTN Button - PRESS to display active waypoint.
(h) NAV Mode Selector- AS DESIRED.
IN FLIGHT
NOTE
Any interrupt ion of power to the RNAV

computer or #1 NAV receiver will result in the
loss of all waypoint data stored in the computer
memory.
PRESETTING, WAYPOINTS IN FLIGHT
(8) VOR/LOC Modes

If the system is in VOR or LOC mode, the ANS-35I will annunciate
these modes on the display.
(I) Waypoint Selector Knob - ROTATE. Note VOR or LOC nn-
nunciator is replaced by waypoint number, bearing and dis-
tance. Waypoint number wilt be blinking and the USE button
is inactive.
(2) Waypoint Bearing and Distance - SET.
(3) RTN Button - PRESS. Note VOR or LOC annunciation on the
ANS-35I display.
(b) RNAV Mode

Way point may be preset in flight without dis turbing naviga-
tionaloutputs.
(I) Waypoin t Se lector Knob - ROTATE to display waypoint
number to be preset. Note winking waypoint number,
(2) Way point Bearing and Distance - SET.
(3) RTN Button - PRESS. Note active waypoint is displayed,
ENROUTE PROCEDURES
Flying the ANS-351 RNAV system cnroute corresponds to flying VOR

airways , except course is to or from waypoints instead of VOR stations. The
course deviation indicator, the VIR-35J bearing indicator, the RMI and
DME di slOnce inJicalOr, all read relative 10 the waypoint.
To fly to a waypoint proceed as follows:

(a) Autopilot/Flight Director - HEADING HOLD.
(b) Waypoint Number - SELECT.
(c) Waypoint Bearing and Distance - VERIFY on computer display.
(d) #1 NAV Receiver - TUNE to desired VORTAC frequency.
(e) VOR and DME Identifier Signals - VERIFY.
(f) Desired Course - SET with OBS knob.
(g) NAV Mode Selector - RNAV. Observe RNAV annunciator and
WPT annunciators illuminated.
(h) USE Button - DEPRESS if waypoint number is blinking.
(i) Selected Course - INTERCEPT using normal Autopilot/Flight
Director VOR course intercept procedures.
When RNAV mode is selected, the DME will indicate distance to/from
the waypoint. All angle ground speed is also calculated by the RNAV
computer and applied to the DME indicator. RNAV ground speed, unlike
DME ground speed, will be valid for any stabilized direction of flight, even
if the pilot chooses to fly along a path which is neither directly to nor from
the waypoint. Time-to-waypoint information is valid only if flight path is
directly toward the waypoint.
NOTE
In the RNAV enroutc mode, time-to-waypoint

and ground speed readouts may take several
minutes to stabilize. To hasten stabilization,
position the ANS-35I mode control to APPR.
Once readouts have stabilized, return mode
control to ENR.
CO-LOCATION OF WAYPOINT AND VORTAC
The constant course width feature of RNAV can be lIsed when flying
conventional VOR airways. Set the RNAV mode control to ENR, set the
waypoint distance to zero which will locate the waypoint at the VORTAC
regardless of the bearing, and select RNAV on the NAV mode selector.
The computer will calculate linear deviation from the center line of the
selected source and the CDl will indicate the distance in nautical miles left
or right of the selected course.
WAYPOINT PASSAGE
Station passage at either a waypoint or VORTAC is somewhat different

in RNAV than in standard VOR. Because of the constant course width
feature. the CPI position will remain constant as the station is crossed. Ap-
proximately one mile before the station is reached. the TO/FROM indicator
will begin a slow transition to the FROM position. If station passage is at
a VORTAC, the cone of confusion may be the cause of NAV flag condition to
exist for a short time. During NAV flag conditions the deviation bar will
center and the TO/FROM arrow disappears. When flying in RNAV ENR
mode with the autopilot coupled to the flight director system, place the head-
ing bug under the lubber line and switch to HEADING HOLD mode prior
to reaching the station. If a new outbound course is required, set the course
selector and heading bug to the new course. Autopilot will tly the airplane
to the new heading. When the airplane is past the station (TO/FROM arrow
in FROM position). switch back to NAV mode and Autopilot/Flight Di-
rector will capture and track the outbound course. When operating in the
RNAV mode in close proximity to the waypoint (with approximately I mile
in ENR. or 1/4 mile in APPR). the #1 VIR-35I navigation receiver and/or the
RMI will not display a bearing indication.
CHANGING WAYPOINTS IN FLIGHT
NOTE
Changes to the active waypoint should not be

made while the RNAV system is coupled to the
autopilot.
(a) Waypoint Selector - ROTATE until the desired waypoint number

and coordinates are displayed.
(b) Waypoint Coordinates - VERIFY.
(c) Heading Bug - SET under lubber line.
(d) Heading Mode - SELECT.
(e) #1 NAV Receiver - TUNE to required frequency.
(f) VOR and DME Identification Signals - VERIFY.
(g) USE Button - DEPRESS. Note waypoint number stops blinking.
(h) Desired Course - SET with OBS knob.
(i) NAV Mode - SELECT after deviation and distance-to-waypoint
indications have stabilized.
POSITION CHECK
Depressing the CHK pushbutton causes the display of raw VOR bear-
ing on the RMI or digital bearing readout in #1 NAV receiver when the TO
or FR position is selected, and raw DME distance on the DME indicator.
This data may be used to crosscheck RNAV computational accuracy.
APPROACH PROCEDURES
Flying the ANS-35 1 RNAV system during an instrument approach is

similar to making a VOR nppronch. Course deviation is 0.25 nm/dot; full
senlc deflection is 1.25 nm. For best results on autopilot coupled intercept
and trncking during an RNAV approach, intercept the final approach c'ourse
at least 10 om from the Missed Approach Point.
WARNING
RNAV approaches under instrument condi-

tions must be accomplished in accordance with
approved RNAV in~trull1ent approach charts.
(a) Waypoint Coordinntes - INSERT. Recommend RNAV approach

waypoints be set in sequential order for case in selection.
(b) Initial Waypoint - SELECT.
(c) #1 NAV Receiver - TUNE to published frequency.
(d) VOR and DME Identification Signals - VERIFY.
(e) HDG Bug - SET to desired intercept heading.
(f) HDG Mode - SELECT
(g) Published Inbound Course - SET using ODS knob.
(h) NAV Mode SclcclOr - RNAY.
(;) USE Button - PRESS. Note w,ypo;nt number on stcady.
U) APPR Mode - SELECT on RNAV computer when within 40 nm of
the waypoint.
NOTE
Usc of APPR mode outside of 40 NM runge

will cause excessive COl nuclualions.
(k) Inbo und Course - INTERCEPT usi ng norm a l VOR intercept

procedures.
(I) Approach Waypoints - SELECT as necessary.
(m) If landing cannOl be accomplished upon reaching Missed Approach
Point. follow the published missed approach procedure. usi ng way
points as called for.
SECTION S - PERFORMANCE
Installation of the Collins ANS-35 1 Area Navigation Computer does

not affect the perfQrmance information presented by Section 5 of this
handbook.

AND
SUPPLEMENT NO. "

FOR
KING KNS 80 AREA NAVIGATION SYSTEM
SECTION I GENERAL
This supplement must be auached to the Pilol's Opcraling Handbook

and FAA Approved Airplane Flight Manual when the King KNS 80 Area
Navigation System is installed per the Equipment List. The information I
listed herein. For limitations. procedures and performance information not
FAA APPROVED ~~
:ii. TROMPL Ii
D.D.A. NO. SO-2
LAKELAND, FLORIDA
DESCRIPTION
The KNS 80 can be operated in anyone of 3 basic modes: VOR. RNAV.

or ILS. To change from one mode to another, the appropriate pushbutton
switch is pressed, except that the ILS mode is entered automatically when-
ever an ILS frequency is channeled in the USE waypoint. The display will
annunciate the mode by lighting a message above the pushbutton. In addi-
tion to the standard VOR and RNAV enroute (RNAV ENR) modes. the
KNS 80 has a constant course width or parallel VOR mode (VOR PAR) and
an RNAV approach mode (RNAV APR). To place the unit in either of these
secondary modes the VOR pushbutton or the RNAV pushbutton. as the
case may be, is pushed a second time. Repetitive pushing of the VOR button
will cause the system to alternate between the VOR and VOR PAR modes.
while repetitive pushing of the RNAV button causes the system to alternate
between RNAV ENR and RNAV APR modes.
(a) A description of the RNAV and VOR modes is as follows:
(I) VOR
This is the conventional VORIDME mode. The NM. KT and
MIN displays are DME outputs and the CDI is displaying con-
ventional cross track deviation information (i.e. 10 o full
scale).
(2) VOR PAR

This is like the above mode except that the CDI is now dis-
playing constant course width information with a full scale de-
flection of 5NM. In this mode, a DME "unlock" will cause a
CDl flag. Rechanneling the VOR with the HOLD button de-
pressed will also cause a CDI flag. It is recommended that the
VOR mode be used instead of VOR PAR for approaches since
in this mode the course indication is more accurate at distances
less than 28 miles.
(3) RNAV ENR

This RNAV mode has a CDI sensitivity of 5NM full scale. The
NM, KT and MIN displays as well as the CD! are now with
respect to the waypoint as defined by the data stored in the USE
waypoint location. .
(4) RNAV APR

This is like the above except that the CDI sensitivity is 1.25 NM
full scale.
All waypoint information, station frequenc y, waypoint distance, and

waypoint radial is entered with the increment/decrement rotary switch on
the right side of the panel and displayed in the right hand readout. The small
knob affects the lower significant digits while the large knob changes the
most significant digits. The tenth's position of waypoint radial and distance
can be chnnged by pu11ing the small knob to the out position. The type of
dlltn being displayed is indicated by the illuminated messnges (FRQ, RAD,
DST) located directly below the displayed data/Frequency, radial, or dis-
tance information for a waypoint can be displayed sequentially by pressing
the DATA pushbutton. The increment/decrement switch changes only the
information being displayed.
111e KNS 80 cnn store frequency, radial, and distance information for up
to 4 waypoints. The waypoint number of the datn being displayed is located
above the message DSP. The DSP way point number is changed by ' pressing
DSP button. The number of the waypoint being used for navigation is indi-
cated by the number above the message USE. If the ..yaypoint in use is dif-
ferent from the displayed waypoint, the DSP waypoint number blinks. Pres-
sing the USE button causes the waypoint in use to match the displayed way-
point.
Normally, the DME is tuned to the station paired with VOR frequency.
The tuning of the DME may be frozen by depressing the HOLD button,
Subsequent rechanneling of the NAV receiver will cause the HLD light to
come on, The DME will hold the frequency it was tuned to a[ the time the
button was depressed.
(b) DETAILED FUNCTION DESCRIPTION
([) SYSTEM MODES

VOR, VOR PAR, RNAV ENR and RNAV APR are selected 1
modes and have equal precedence. If an ILS frequency is placed
in the active data, the system will automatically go to the ILS
mode. When switched out of un ILS frequency the system will
revert back to the mode in which it was at the time the ILS fre-
quency was selected.
(c) NM DISPLAY
(I) VOR and VOR PAR Modes

Displays DME distance.
o to 99.9NM to O.INM steps, 100 to 200NM in INM steps.
Displays dashes whcncvcr DME goes into search.
(2) RNAV APR and RNAV ENR Moocs

Displays RNAV distancc to waypoinc.
o to 99.9NM in O.INM stcps, 100 to 400NM in I NM steps.
Displays dashes if DME is in search. if VOR flags, or if the
VOR is rechanneled with the HOLD button depressed.
(dJ KT DISPLAY
(1) VOR and VOR PAR Modes

Displays ground speed to the DME ground station.
o to 999 knots in I knot steps.
Update rate is once per second.
Displays dashes whenever DME goes into search.
(2) RNAV APR and RNAV ENR Modes

Displays ground speed to the active waypoint.
o to 999 knots in I knot steps.
Displays dashes whenever DME goes into search, if VOR nags

or if the VOR is rechanneled wilh the HOLD button depressed.
('J MIN DISPLAY

Displays time to DME ground station.
o to 99 minutes in I minute steps.
Disphiys dashes whenever DME goes into search or when
calculated value exceeds 99 minutes.
(2) RNAV APR and RNAV ENR Modes

Displays time to the active waypoint.
o to 99 minutes in I minute steps.
Displays dashes if DME is in search, if VOR flags. if the VOR
is rechanneled with the HOLD button depressed, or if calcu-
lated value exceeds 99 minutes.
(D FRQ. RAO. OST DISPLAY
(I) FRQ Mode

Displays frequency from 108.00 to 11"7.95 MHz.
I MHz digit overflows into (or underflows from) IOMHz digit.
Roll over from J 17 to 108 or vice versa.
Least significant digit displays only zero or five.
(2) RAD Mode

Displays ground station radin! o n which the waypoim is located
from 0.0 to 359.9 degrees.
10 degree digit overflows into (or underflows from) 100 degree
digit.
(3) OST Mode

Displays the distance offset of the waypoint from the ground
station over range of 0.0 to 199.9NM.
)ONM digit overflows into (or underflows from) IOONM digit.
The two most significant digits roll over from 190 to ONM and
vice versa.
(g) USE DISPLAY

Displays waypoint number of data actually being used by system.
In VOR MODES only the frequency has meaning.
Range I to 4.
When changed always takes on new value equal to OSP value.
(h) OSP DISPLAY

Displays way point number of data being displayed.
Range 1 to 4.
When changed, increments by 1.
Rolls over from 4 to I lind blinks when not equal to USE value.
(i) PAR, VOR, ENR, APR, RNAV DISPLAYS

System status lights.
U) HLO DISPLAY
Indicates when the station to which the OME is actUAlly tuned is
different than the station to which the VOR is tuned. .
(k) DATA DISPLAY

Displays waypoint data.
The messages FRQ. DST, and RAD tell what is being displayed at
anyone time.
(1) ILS DISPLAY

Intlicatcs that the frequency in usc is an ILS frequency.
(m) COURSE DEVIATION INDICATOR
(1) VOR Mode

Full scale sensitivity equals lOo,
(2) VOR PAR Mode

Full scale sensitivity equals 5NM . .
Flagged if VOR or DME data is invalid.
Flagged if the VOR is rechanneled with the DME HOLD
button depressed.
(3) RNAV ENR Mode

Full scale sensitivity equals 5NM.
Flagged if VOR o r OME data is invalid.
Flagged if the VOR ,is rechanneled with the DME HOLD
button depressed.
(4) RNAV APR Mode

FuJI scale sensitivity equals 1.25NM.
Flagged if VOR or DME datu is invalid .
. Flagged if the VOR is rechanneled with Ihe DME HOLD
button depressed.
(5) ILS Mode

Full scale sens itivity equals 3 to 6 degrees (depending upon
ground facility).
Flagged if localizer or gJideslope data is invalid.
(n) CONTROLS
( I) VOR BUTTON
Momentary pushbutton.
When pushed while sys tem is in either RNAV mode cnuses
system to go to VOR mode. Otherwise the bullon causes system
to toggle between VOR and VOR PAR modes.
(2) RNAV BUTTON

When pushed while system is in either VOR mode causes
system 10 go to RNAV ENR mode. Otherwise the bullon
causes system to toggle between RNAV ENR and RNAV APR
I
modes.
(3) HOLD BUTTON

Two position pushbutton.
When in depressed position, inhibits DME from channeling to
a new station when the VOR frequency is changed. Pushing the
button again releases the button and channels the DME to the
slation paired with the VOR station.
(4) USE BUTTON

Momentary pushbunon.
Causes active waypoint to !"nke on same val ue as displayed wIlY-
point and data display to go to FRQ mode.
(5) DSP BUTTON

Causes displayed waypoint 10 increment by I and data display
to go 10 frequency mode.
(6) DATA BUTTON

Causes waypoint dal<l display to change from FRQ to RAD to
DST and buck to FRQ.
(7) OFF/PULL ID CONTROL

a. Rotate counterclockwise to switch off power to the
KNS 80.
b. Rotate clockwise to increase audio level.
c. Pull switch Ollt to hear VOR ldcnt.
(0) DATA INPUT CONTROL

Dual concentric knobs. Center knob has IN and OUT positions.
(I) Frequency Data

Outer knob varies I MHz digit.
A carryover occurs from the units to lens position.
Rollover occurs frOIll II? to 108.
Center knob varies frequency in .OSMHz steps regardless of
whether the switch is in its IN or OUT position.
(2) Radial Data

Outer knob varies 10 degree digit.
A carryover occurs from the tens to hundreds position.
A rollover 10 zero occurs at 360 degrees.
Centcr knob IN position varies I degree digit.
Center knob OUT position varies 0.1 degree digit.
(3) Distance Data

Outer knob varies I ONM digit.
A carryover occurs from the lens to hundreds position.
A rollover to zero occurs at 200NM.
Center knob IN position varies I NM digit.
Center knob OUT position varies O.INM digit.
(4) Course Select Knob

Located in CDt unit.
Selects uesireu course through the VOR ground station or
waypoint.
(p) LIGHTING
( I) Display lighting is automatically controlled by ambient light

conditions. Dutton backlighting is controlled by an instrument
lighting rheostat which controls all instrument panel lighting.
(q) BATTERY REPLACEMENT
(I) The waypoint memory is kept alive by two silver oxide watch
cells located in the lower left hand corner of the front panel.
Typical life of the cell is two years although high temperature
and humidity conditions can shorten this period. If the battery
should become weak, waypoint storage will be lost and the
radio will "wake up" tuned to 11O.00MHz in the VOR mode.
The cells can be replaced by opening the battery pocket with a
thin blade screwdriver. The holder was designed so that the cells
can only be inserted with the correct polarity.
(a) Approach mode of the KNS 80 is restricted to not more than 49

nautical miles from the waypoint in lise.
(b) En route mode is restricted to not more than 249 nautical miles from
the waypoint in use.
(c) The KNS 80 system is to be used only with DME and VOR stations
that are co-located.
Not applicable.
NORMAL PROCEDURE CHECKLIST
Before Take-off
(a) Avionics Master Switch - ON
(b) NAV Receiver(s) - ON
(c) RNAV Performance Check - COMPLETE

(I) Set the NAV Receiver to a VOR/DME station within 25NM
of the airport. Assure that satisfactory DME and VOR signals
arc being received.
(2) In the VOR Mode, center the Course Deviation Indicator with
a TO or a FROM indication. Note the radial and the DME
indication.
(3) Select RNAV ENR Mode. Assure that the course and distance
data are within I dot and I.ONM, respectively, with waypoint
distance set to O.ONM.
NOTE
This procedure only checks the accuracy of the

RNAV Computer. VOR Receiver accuracy
should be checked in accordance with the
applicable Federal Aviation Regulations.
(d) Waypoint Loading - COMPLETE

(l) Waypoint Display - SELECT, select desired waypoint by de-
pressing the DISP button.
(2) Waypoint Frequency - ENTER. enter the frequency of the
VOR/Waypoint. Depress data button to display FREQ prior
to entering frequency.
(3) Waypoint Radial - ENTER. enter radial, if VOR displacement
is desired. Depress data button to display RAD prior to enter-
ing radial.
(4) Waypoint Distance - ENTER, enter distance of displaced
VOR. Depress data button to display DST prior to entering
distance.
NOTE
This receiver is c<lpable of storing four fre-

quencies andlor waypoint data. If additional
storage is desired, repeat the above procedures
for the three additional memories. If the re-
ceiver is to be operated only in the VOR mode,
only frequency data need be stored in the
memory in use.
(e) Waypoint/VOR Memory SELECT, select desired Waypointl

VOR memory by depressing the DSP button until the desired
memory is displayed over the DSP readou!.
(f) Waypoint/VOR Memory ACTIVATE, push the waypoint USE
bulton to activate the WaypointlVOR displayed.
(g) Mode SELECT, select either VOR, VOR PAR, RNAV ENR or
RNAV APR.
(h) Course Deviation Indicator SELECT, as desired.
Tnflight - En route
(n) WaypointlVOR Memory - SELECT, push D1SP bulton to call up
desired WuypointlVOR duta.
(b) Wnypoint/VOR Memory Activate, push USE button to activute
Wuypoint/VOR.
(c) Mode - SELECT, select VOR, VOR PAR, ENR RNAV.
(d) Desired Course - SELECf
(c) VOR and DME Identifier Signals - VERIFY
CAUTION
When openu ing dual KNS 80'S, the respective

DME's may interfere with each other when the
NAV frequencies differ by 5.3 MHZ (e.g. 108.0
MHZ and 113.3 MHZ). This interference re-
sults in premawre flags or loss of LOCK-ON.
Should this occur, one of KNS 80'S should be
either turned off or turned to II different NAV
frequency so that the 5.3 MHZ difference is
eliminated.
Inflight Appronch
(a) Mode - SELECT, select APR RNAV Mode
NOTE
The use of APR RNAV mode at distances in
excess of 49 NM may result in excessive CDI
sensitivties.
AMPLIFIED PROCEDURES
The following is an explanation of the operation instructions outlined

in the checklist.
Area Navigation Turn-On

(a) Check to be sure the VHF NAY and DME units arc turned on .
Sclect the proper mode (VORIDME . RNAV. APPR). Set VHF
NAY to proper frequency. If using separate DME selector, be
certain DME is set to the same frequency as the VHF NAV.
Flight to Waypoint
(a) If the magnetic compass course has been predetermined. sel the
OBS and fly the airplane to center needle same as standard OMNI.
If the magnetic course is 10 be determined. rotate the OBS knob to
obtain a TO indication and center the left/right needle. The bearing
under the bearing pointer will be the magnetic course to the
waypoint.
(b) When enroulc mode is selected, position indicator will display air-
plane position up to five miles to left or right of course.
(c) When APPR mode is selected. the airplane position is up to 1-1/4
miles to the left or right of course.
Installation of the King KNS 80 Area Navigation Computer System

does nOI affect perfonnance presemed by Section 5 of this handbook.
9-138, 14 of 14 9-138, 14 of 14

AND
SUPPLEMENT NO. 12
FOR
KING KNS 81 AREA NAVIGATION SYSTEM
SECTION I GENERAL
This supplement must be attnched 10 the Pilot's Operating Handbook

nnd FAA Approved Airplane Flight Manual when the King KNS 81 Area
Navigation System is installed pcr the Equipment Li st. The information I
contained herein supplements or s upersedes the basic Pilot's Operating
Handbook nnd FAA Approved Airplane Flight Manual only in those areas
listed herein. For limitations. procedures and performance informal ion nol
con tained in this supplement, consult the basic Pilot's Operating Handbook
FAA APPROVED ~L-

~. TROMPCER
D. D .A. NO. SO-2
LAKELAND, FLORIDA
DESCRIPTION
The KNS 81 cIln be operated in anyone of 3 modes: VOR, RNY, or ILS.

To change from one mode to another the mode select knob is rOlnted, (large
knob on the left side of the panel) except that the ILS mode is entered
automatically whenever an ILS frequency is channeled. The display will
annunciate the VOR or RNV mode by lighting a message beside thc way-
point. In addition to the standard VOR and RNV en route modes, the
KNS 81 has a constant course width or parallcl VOR mode (VOR PAR) and
an RNV approach mode (RNY APR). To place thc unit in either of these
secondary modes the mode selector knob is rotated.
(a) A description of the RNY and VOR modes is as follows:
(1) VOR
This is -thc conventional VORfDME mode. The NM, KT and
MIN displays are DME outputs and the COl is displaying
conve ntional angular deviation information (Le. 10 0 full
scale).
(2) VOR PAR

This is like the above mode except that the COl is now dis-
playing constant course width information with a full scale
deflection of5NM. In this mode a OME "unlock" will cause a
COl flag. It is recommended that the VOR mode be used
instead of VOR parallel for approach since the resolution of an
off course indication increases with decreasing distance to the
station in standard VOR, but remains a constant in VOR PAR.
(3) RNV
This RNV mode has a eDi sensitivity of 5NM full scale. The
NM, KT and MIN displays as well as the CDI arc now with
respect to the waypoint as defined by the data stored in the
USE waypoint location.
(4) RNV APR

This mode is,similar to the RNV mode except that eDi sensi-
tivity has been increased to 1.25NM at full scale.
9-140, 2 of 12 9-140, 2 of 12
All waypoint information (station frequency. waypoint radial and

distance) is entered with the increment/decrement rotary switch on the
right side of the panel and is constantly displayed if in the RNV or RNV
APR mode. Radial and distance waypoint parameters will be dashed in
VOR and VOR PAR modes and blanked if an ILS frequency is selected.
The small knob affects the lower significant digits while the large knob
changes the most significant digits. The tenth's position of waypoint radial
and distance can be changed by pulling the small knob to the out position.
The type of data being changed is indicated by the illuminated "carets"
beside the messages (FRQ, RAD, DST) located directly below the displayed
data. Frequency, radial, or distance information for a waypoint can be
changed sequentially by pressing the "DATA" pushbutton. The increment!
decrement switch changes only the information being displayed.
The KNS 81 can store frequency, radial, and distance information for
up to 9 waypoints. The waypoint number of the data being displayed is
located above the message WPT. The displayed waypoint number is
changed by rotating the waypoint selector knob. It is the small knob on the
left side of the panel. Pressing the RTN button returns the display to the
waypoint in use. If the waypoint in use is different from the displayed way-
point, the WPT message blinks. Pressing the USE pushbutton causes the
displayed waypoint to become the waypoint lIsed.
System flexibility is enhanced with the RAD and CHK buttons. Press-
ing the RAD button causes the DME to display radial information in place
of ground speed and time to station. The radial displayed will be from the
VORTAC jf in a VOR or VOR PAR mode but the radial information will be
from the waypoint if in an RNV or RNV APR mode. Pressing the RAD
button again returns the DME display to normal. Pressing the CHK button
will momentarily cause radial and distance information from the VORTAC
to be displayed on the KNS 81 in place of radial and distance waypoint
parameters. If navigation is by a VOR instead of a VORTAC, pressing the
CHK button will display the radial information but will blank the distance
information since it is unavailable.
If the DME is switched to remote tuning, it will automatically be tuned

to the proper frequency by the KNS 81.
Because the KNS 81 uses a non-volatile memory, no batteries are

required to retain waypoint information.
3 of 12, 9-141 3 of 12, 9-141
(b) DETAILED FUNCnON DESCRIPTION
(I) SYSTEM Modes

VOR, VOR PAR, RNV and RNV APR arc selected modes and
have equal precedence. If an ILS frequency is placed in the
active data, the system will automatically go to the ILS mode.
When switched out of nn ILS frequency the system will revert
buck to the mode in which it was at the time the ILS frequency
was selected,
When energized. the system will go to the mode in which it was

when sw itched off. In addition, il will relain all waypoint data
through a power shut down,
(c) NM DISPLAY (In DME)
( I) VOR and VOR PAR Modes

Displays DME distance.
(2) RNV and RNV APR Modes

Displays RNV distnnce to way point.
Displays dashes if DME is in search, or if VOR nags, if DME
and VOR tuned to different frequencies.
(d) KT DISPLAY (\1> DME)
(I) VOR nnd VOR PAR Modes

Displays ground speed to the DME ground station.
If the RAD button is pressed on the KNS 81, the display in-
dicates bearing from the VOR instead of ground speed.
(2) RNV APR and RNV APR Modes

Displays ground speed to the active waypoint.
Displays da!\hes whenever DME g6cs into search.
If the RAD bunon is pressed on the KNS 81, the display in-
dicates bearing from the waypoint instead of ground speed.
9-142, 4 of 12 9-142, 4 of 12
(e) MIN DISPLAY (Tn DME)

Displays time to DME ground station.
Displays dashes whenever DME goes into search or when
calculnted value exceeds 99 minutes.
Displays F (for FROM) if RAD bullon is pressed on KNS 81.
(2) RNV and RNV APR Modes

Displays lime to the active waypoinl.
Displays dashes if DME is in search, or if VOR flags, if DME
and VOR are tuned to different frequencies.
Displays F (for FROM) if RAD bulton is pressed on KNS SI.
<0 FRQ, RAD, DST DISPLAY
(I) FRQ Moo,

Displays frequency from IOS.00 to II7.95MHz.
IMHz digit overflows into (or underflows from) iOMHz digit.
Rollover from 117 to lOS or vice versa.
Least significant digit displays only zero or five.
(2) RAD Mode

Displays ground station radial on which the way point is located
from 0.0 to 359.9 degrees.
The two most 'significant digits are zero blanked.
10 degree digit overflows into (or underflows) from 100 degree
digit.
Displays VOR radial when CHK button is pressed.
Display is dashed in VOR modes and blanked if an ILS fre-
quency is selected.
(3) DST Moo,

Displays the distance offset of the waypoint from the ground
station over range of 0.0 to 199.9NM.
The two most significant digits are zero blanked.
iONM digit overflows into (or underflows from) lOONM digit.
The two most significant digits roll over from 190 to .ONM and
vice versa.
Displays distance to VQRTAC when CHK button is pressed.
Display is dashed in VOR modes. Display is blanked if an ILS
frequency is selected or CHK button is pressed when navigation
is by VOR instead of VORTAC.
5 of 12, 9-143 5 of 12, 9-143
(g) "CARET' DISPLAY

Indicates which waypoint parameter can be changed.
Caret is cycled FRQ. RAD, DST. FRQ
Carel automatically returns to FRQ whenever displayed way point
is changed or USE or RTN button is pressed.
(h) WPT DISPLAY

Displays waypoint number of data being displayed.
Range I to 9.
When changed, increments by I.
Rolls over at 9 and WPT message blinks when not equal to USE
value.
(i) VOR, PAR, RNV. APR. WPT DISPLAYS

System status lights.
U) COURSE DEVIATION
Located on remote indicator. When flagged, the needle centers.
(1) VOR Modo

Full scale sensitivity equals IO.
(2) VOR PAR Modo

Full scale sensitivity cqulIls 5NM.
Flagged if VOR or DME data is invalid, or if VOR and
DME arc tuned to different channels.
(3) RNV Mode

Full scale sensitivity equals 5NM.
Flagged if VOR or DME data is invalid, or jf the VOR and
DME are tuned to different channels,
(4) RNV APR Mode

Full scale sensitivity equals 1.25NM.
Flagged if the VOR or DME data is invalid, or if the VOR and
DME are tuned to different channels.
(5) ILS Moo.

Full scale sensitivity equa ls 3 106 degrees (depending upon
ground faci lity).
Flagged if localizer data is invalid.
9-144, 6 of 12 9-144, 6 of 12
(k) CONTROLS
(I) USE Button

Momentary pushbutton,
Causes displayed waypoint to become active waypoint and
"caret" display to go 10 FRQ mode.
(2) RTN Button

When pushed causes waypoint in use to be displayed and
"caret" display to go to FRQ mode.
(3) RAD Button

'fWo position pushbutton.
The KNS 81 is normally operated with the RAD bunon not
pressed.
When in depressed position causes DME to display radial in-
formation instcud of ground speed.
Radial displayed will be from the slat ion in VOR mode and
from the waypoint in RNV modes.
(4) CHK Button

Causes radial and distance waypoint parameters to show radial
and distance from VOR stillion instead.
(5) DATA Button

Causes waypoint daln display to change from FRQ to RAD to
DST nnd buck to FRQ.
(6) OFFfON flDENT Control

n. Power OFFONlVolumc Function
Rotate clockwise for power ON.
b. VOR Audio Level Control
Rotate clockwise for increased audio level.
c. VOR IDENT MUle Function
Push-Pull switch.
Enables the VOR Ident lone to be heard in out position.
7 of 12, 9-145 7 of 12, 9-145
(I) DATA INPUT CONTROL
Dual concentric knobs, right side of.panel. Center knob has IN and
OUT positions,
(I) Frequency Data
Outcr knob varies I MHz digit.
A carryover occurs frOIll the units to tens position.
Rollover occurs from 117 to 108.
Center knob varies frequency in .05MHz steps regardless of
whether the switch is in its IN or OUT position.
(2) Radial Data

Quter knob varies 10 degree digit.
A carryover Occurs from the tens to hundreds position.
A rollover to zero occurs at 360 degrees.
Center knob IN position varies 1 degree digit.
Center knob OUT position varies 0.1 ,d egree digit.
(3) Distance Data

Outer knob varies IONM digit.
A carryover occurs from the tens 10 hundreds position.
A rollover to zero occurs at 200NM.
Center knob IN position varies lNM digit.
Center knob OUT position varies O.INM digit.
Dual concentric knobs, left side of panel.

(I) Mode Select
Outer knob changes mode from VOR to VOR PAR to RNV to
RNV APR and rolls over.
(2) WPT Select
Center knob selec ts waypoinl from I to 9 and rolls over.
Course Select Knob

Located in remote unit.
Selects desired cou rse through the VOR ground station or way-
point.
(m) LIGHTING
(I) Display lighting is automatically controlled by ambient light

cond itions. Button backlighting is controlled by an instrument
lighting rheostat which controls all instrument panel lighting.
9-146, 8 of 12 9-146, 8 of 12
(8) Approach mode of the KNS 81 is restricted to not more than 49

nautical miles from the waypoint in use.
(b) En route mode is restricted to not more than 249 nautical miles
from the waypoint in use.
(c) The KNS 81 system is to be used only with DME and VOR stations
that are co-located.
The installation of the KNS-81 Area Navigation Computer System

does not affect the emergency procedures presented in Section 3 of this
handbook.
NORMAL PROCEDURE CHECKLIST
Before Takeoff
(a) Avionics Master Switch - ON
(b) NAV Receiver(s) - ON
(c) RNV Performance Check - COMPLETE
(I) Sct the NAV Receiver to a VOR/DME station within 25NM
of the airport. Assure that satisfactory DME and VOR signals
are being received.
(2) In the VOR Mode, center the Course Deviation Indicator with
a TO or a FROM indication. Note the radial and the DME
indication.
(3) Select RNV Mode. Assure that the course and distance data
are within I dot and I.ONM, respectively, to those observed
in the VOR Mode.
NOTE
This procedure only checks the accuracy of the

RNV Computer. VOR Receiver accuracy
should be checked in accordance with the
applicable Federal Aviation Regulations.
9 of 12, 9-147 9 of 12, 9-147
(d) Waypoint Loading - COMPLETE

(I) Waypoinl Display SELECT, se lect desired way point by
rOlating the small knob on the left-hand side.
(2) Way point Frequency ENTER. enter the frequency of the
VOR/Waypoint. Depress data button to select FRQ prior to
entering frequency. Depicted by illuminating "carets" on both
sides of FRQ.
(3) Waypoint Radial - ENTER. enter radial. if VOR displacement
is desired. Depress data button to select RAD prior to entering
radial. Depicted by illuminating "carets" on both sides of
RAD.
(4) Waypoint Distance - ENTER . enter distance of displaced
VOR. Depress data button to select DST prior to entering
distancc. Depicted by illuminating "carets" on both sides of
DST.
NOTE
This receiver is capable of storing nine fre-

quencies andlor waypoint data. If ad.d itional
storage is desired, repeat the above procedures
for the eight additional memories. If the re-
ceiver is to be operated only in the VOR mode.
on ly frequency data need be stored in the
memory in usc.
(c) Waypoint/VOR Mcmory - SELECT, selec t desired Waypointl

VOR memory by rotating thc smail knob all the left-hand side.
(f) Wa"ypo intlVOR Memory - ACTIVATE, push the wnypoinl USE
button to activate the WaypointlVOR displayed.
(g) Mode - SELECT, se lect either VOR. VOR PAR. RNV ENR or
RNV APR.
(h) Course Deviation Indicator - SELECT, as desired.
9-148, 10 of 12 9-148, 10 of 12
Inflight - En Route
(a) WaypointiVOR Memory - SELECT, rotate the small knob on the
left-hand side~
(b) WaypointlVOR Memory - Activate, push USE button to activate
WaypointiVOR.
(c) Mode - SELECT, select VOR, VOR PAR, RNV.
(d) Desired Course - SELECT
(e) VOR and DME Identifier Signals - VERIFY
CAUTION
When operating dual KNS 81 's, the respective

DME's may interfere with each other when the
NAV frequencies differ by 5.3 MHZ (e.g. 108.0
MHZ and 113.3 MHZ). This interference re-
sults in premature flags or loss of LOCK-ON.
Should this occur, one of KNS 81 's should be
either turned off or tuned to a different NAV
frequency so that the 5.3 MHZ difference is
eliminated
Inflight - Approach
(a) Mode - SELECT, select APR RNV Mode
NOTE
The use of APR RNV mode at distances in

excess of 49NM may result in excessive CDI
sensitivities.
AMPLIFIED PROCEDURES
The following is an explanation of the operation instructions outlined

in the checklist.
Area Navigation Turn-On

(a) Check to be sure the VHF NAV and DME units are turned on. Turn
the mode select switch to the proper position (VOR/DME, RNV,
APPR). Set VHF NAV to proper frequency. If using separate
DME selector, be certain DME is set to the same frequency as the
VHFNAV.
11 of 12, 9-149 11 of 12, 9-149
Flight to Waypoint
(a) If the magnetic compass course has been predetermined, set the
OBS and fly the airplane to center needle same as standard OMNI.
If the magnetic course is to be determined, rotate the OBS knob to
obtain a TO indicalion and center the left/right needle. The bearing
u'nder the bearing pointer will be the magnetic course to the
waypoint.
(b) When en route mode is selected, position indicator will display air
plane position up to five miles to left or right of course.
(c) When APPR mode is selected, the airplane position is up to 1-1 /4
miles to the left or right of course. .
SECTION 5 !'ERFORMANCE
Installation of the King KNS 81 Area Navigation Computer System

does not affect performance presented by Section 5 of this handbook.
9-150, 12 of 12 9-150, 12 of 12

AND
SUPPLEMENT NO .. I3
FOR
THE BENDIX RDRISO AND RDRI60
COLOR WEATHER RADAR
SECTION 1 GENERAL
This supplement must be <lUnched to the Pilot's Operating Handbook

nnd FAA Approved Airplane Flight Manual when the Bendix RDR-J50 or
RDR-160 Color Weather Radar is in sta lled per Equipment List. The I
information conlnincd herein supplements or supersedes the basic Pilot's
Operating Handbook nnd FAA Approved Airplane Flight Manual only in
those areas listed herein . For limitations. proced ures and performance
information nOI co ntained in this supplement, consll,lt the basic Pilol's
FAA APPROVED #,--L

D::TROMPLER
D.C.A. NO. SO-2
LAKELAND, FLORIDA
The RDR150 or RDR160 Color Weather Radar, which is mounted in

the center of the instrument panel. is used to detect significant en route
weather fonnations within a range of 160 nautical miles to preclude undesir
able penetration of heavy weather and its usuully associated turbulence. The
weather radar system consists of a receivertransmitter. a color indicator and
an antenna. Power for the system is provided by the airplane's 28volt
system. Sec Figure I for system controls. Internally generated range marks
appear as evenly spaced concentric circles on the display to assist in deter
mining range to the weather target. Track function is used to assist in
determining weather azimuth bearing targets. A secondary objective of the
weather radar system is gathering and presenting terrain data.
(a) Do not operate radar within 15 feet of ground personnel or can

tainers holding flammable or explosive material.
(b) Do not operate radar during fueling operations.
(c) When Bendix Checklist Control Unit, is installed the material dis
played on the color radar indicator is not approved. Consult the
pilot's operating handbook for all approved data.
SECTION 3 - EMERGENCY PROCEDURES
There arc no changes to the Emergency Procedures Section with this

equipment installed.
(a) PREFLIGHT TEST

(I) Function Switch TEST. Allow 2 minutes wannup.
(2) Mode Buttons Wx.
(3) Hold/Scan Button SCAN
(4) TILT Control- +4"
(5) Brt Control AS REQUIRED
(6) SelfTest CHECK. Four equally spaced range marks should
appear, no displayed "noise" and three distinct color levels
should appear, red, green, yellow. Slrobc line should smoothly
sweep full 90".
a. Hold/Scan Button - HOLD, Strobe line should disappear
and test paltern should "freeze" on indicator.
9-152, 2 of 6 9-152, 2 of 6
b. Mode Buttons - Wx A. Test pattern red should pulse on

indicator.
c. Function Switch - On. Transmitter on.
d. Tilt Control - VARY between 0" and 15". Close in ground
clutter appears at lower tilt settings and any local moisture
laden weather appears at higher tilt sellings.
(b) FUNCTION OF CONTROL OR DISPLAY
FUNCTION SWITCH
OFF - Primary power is removed from the system.
SBY - Places system in operational ready status. Use during
warm up and in-flight periods when the system is not in use.
TEST - Displays test pattern used to delennine nonnal operation
of the radar system. No radar energy is trnnsmitted in the
test mode.
Checklist and Nav functions remain operable in the test
mode.
ON - Power is applied to the system. Radar energy is trans-
mitted, except in the FLT LOG and NAV modes.
BRT CONTROL
Adjust brightness of the display to accommodate varying cockpit
lighting.
MODE BUTTONS
Pressing ei ther button momentarily displays an information list
of pertinent operational data including available modes rangel
range marks and applicable color/signal level reference. Pressing
either button again advances the display to the next adjacent mode
on the information list, above or below the displayed mode, de-
pending upon the button depressed.
NAVBUTTON
Permits superimposing Nav moving map display over the active
mode.
NOTE
The Nav mode is operational only when the

system includes the IU-2023A Interface unit
anti the appropriate aX-2000 Navigation
Receiver as well as compilliblc DME lind HSI
input data.
3 of 6, 9-153 3 of 6, 9-153
9-154,
REPORT: LK-1207
SUPPLEMENT 13
SECTION 9
4 of 6


9-154,
REPORT: LK-1207
SUPPLEMENT 13
SECTION 9
INDICATES
WHl:N FUNCTIOItI
HASHES IN SWITCH IS
HOLO CONDITION RANGE SELECTED SET TO TEST
4 of 6
SCREEN
BRIGHTNESS RADAR RECEIVER
CONTROL GAIN COItITROL
~
.....
til
-----r--- I
TRACK CURSOR
IBOTTON POSITIONED'
USEDDNLY
E WITH OPTIONAL
I
I
"""
~
EQUIPMENT
INAVPLUS
I
.,.,---r--.
'TJ~
a WEATHER,
"
",; I
I
I
RANGE MARK
130 MILE'
ciQ'o
r::::= ,.;
..,..-.-
I
I .... I. PRESS TO INCREASE RANGE
!~ I:'!I
PRESS TO OBTAIN
LIST Oft CHANGE
,/' I
I
MODES 20
~
I
.... _1. PRESS TO DECREASE RANGE
'"
~ INDtCATESNAV
BUTTON PRESSEO
:= BUT NAV OPTION
~
NOT CONNECTEO
ANTENNA TILT CONTROL
FUNCTION
SWITCH
lOCKING PRESS TO LEFT RIGHT

PAWL ReTAIN
DIsPLAY ~
PRESS TO MOVE
TRACK CURSOR
NOTE
When no Nav interface is employed in the

system, pressing the NAV button displays the
words NO NAV in the lower left corner of the
screen below the active mode. Also the NAV
and FLT LOG modes will not appear in the
information list.
RANGE BUTTONS
Clears the screen and advances the display to the next higher range,
each time the button is depressed, until the maximum range is
reached. Subsequently, the decrease range button must be de-
pressed in order to select a lower range.
The selected range is displayed in blue in the upper right corner of

the screen adjacent to the top range mark. The distance from the
apex o~ the display to each of the other range marks is also annun-
ciated at the right end of each mark.
TILT CONTROL
Permits positioning the antenna beam up or down within the
maximum limits of + 15 to - 15 from the horizontal of 0.
TRACK BUTTONS
When pressed, a yellow track line extending from the apex of the
display through the top range mark appears and moves either right
or left to a maximum of 30 from center. depending upon the
button depressed. The differential bearing is indicated in yellow
numerals in the upper left corner of the screen. The track line and
relative bearing display disappears approximately 15 seconds after
the TRACK button is released.
GAIN CONTROL
Permits adjusting the radar receiver gain in the terrain MAP mode
only.
NOTE
In the Test function as wel1 as in all weather

modes the receiver gain is preset, thus no
adjustment is required.
5 of 6, 9-155 5 of 6, 9-155
HOLD BUTTON
Inhibits normal display update of weather, terrain mapping or
navigation data, The last image presented before pressing the
HOLD button is retained until the butlon is pressed again. In this
mode the word HOLD flashes On and off in the upper lefl corner
of the screen as a reminder that no new data is being presented.
However, the antenna continues to scan in order that an accurate
and instant update can occu r the moment HOLD is dcactiviltcd.
The static display during HOLD will continue until the HOLD
button is pressed a second time or until power is removed from the
system. A change in range selection during HOLD results in a
blank scrcen.
(e) NORMAL OPERATION

(I) Function Switch STBY. Allow 2 minutes warm-up.
(2) Gain Control - GAIN. Adjust manual gain as required.
- Wx. For contour mode of operation.
(3) Function Switch - AS REQUIRED.
(4) Brt Control - AS REQUIRED.
(5) Mode Button - AS REQUIRED.
(6) Hold/Scan Button - AS REQUIRED.
(7) Tilt Control - AS REQUIRED.
Installation of the RDR-150 or RDR-160 Color Weather Radar docs

not affect the basic performance information presented in Section 5 of this
handbook.
9-156, 6 of 6 9-156, 6 of 6

AND
FAA APpROVED AIRpLANE FLIGHT MANUAL
SUPPLEMENT 14
FOR
SpERRY PRIMUS 100 MONOCHROME RADAR
(Formerly RCA WEATHER SCOUT II MONOCHROME RADAR)
SECTION I - GENERAL
This supplement must be attached to the Pilot's Operating Hnndbook

and FAA Approved Airplane Flight Manual when the Sperry Primus 100
Monochrome Radar is installed per the Equipment List. The information
listed herein. For limitations, procedures and performance infonnation not
contained in this supplement, consult the basic Pilot 's Operating Handbook
FAA APPROVED ~,~

TROMPLR
D.O.A. NO. SO2
LAKELAND, FLORIDA
REVISED: SEPTEMBER 24, 1982 1 of 6, 9-157 1 of 6, 9-157
DESCRIPTION
The Primus 100 System is an a lphanumeric digital weather radar system

which detects storms along the flightpath and gives the pilot a 4 level visual
display of their intensity. Areas of heaviest rainfall (level 3) will be brightest;
areas of less severe and moderate rainfall (levels 2 and I) will be progressively
less bright; and no rainfall (level 0) will be black. The radar system pcrfomls
on ly the function of weather detection and shou ld not be used, nor relied
upon, for pro)Limity warning or anti-collision prolection.
The system consists of two units: a Receiver-Transmittcr-Antenna

(RTA) and a Digital Indicator (01). The DI is mounted in the cockpit and
contains all the controls used to operate the radar. For 28-VOC operation,
the 01 contains a DC-DC converter so that the actual power used in the
system is always 14 volts. Range and mode alphanumerics and a test-bar
pattern are always displayed on the 5 inch rectangular cathode-ray tube to
facilitate evaluation of the weather display.
OPERATING CONTROLS AND DISPLAY FEATURES
..
8 9 1
DIGITAL INDICATOR CONTROLS AND DISPLAY FEATURES
AJI controls used to operate the radar system are located on the Digital
Indicator front panel.
1 OFF OnlOff function: full CCW rotation of INTensity

control places system in OFF condition.
2 INT Rotary control used to regu late brightness

(INTensity) of display.
3 TILT Rotary control used to adjust antenna elevation

position. Control indexes increments of tilt from
o to 12 degrees up or down.
4 RANGE Rotary switch used to select one of four ranges.
12/30/60/90
or
12/30/60/120
5 CYC Pushbutton switch used to select cyclical contour

mode. Level-3 datu flashes on and off at 0.5 second
intervals to highlight the most intense area of rain-
fall. Pressing switch a second time restores normal
orWX mode.
6 Range Field Maximum selected range is displayed. Maximum

range is always displayed when Indicator is in ON
condition.
7 Test Field Test block displays three illumination levels.
8 Range Mark Individual label displayed for each range mark.

Identifier
9 Mode Operating mode is displayed as CYC. When system

is first turned on, WAIT is displayed until system
times out (30-40 seconds).
(a) Do not operate radar within 15 feet of ground personnel or when

I'cfucling operations are within 100 fcet of the aircraft.
3 of 6, 9-159 3 of 6, 9-159
SECTION J . EMERGENCY !'ROCEDURES
There arc no changes to the emergency procedures with this equipment

installed.
(a) Preliminary Control Settings

(I ) Place the Indicator Control in the following positions before
applying power from the aircraft electrical system:
a. INTensity control. .. """ ... ".Ful1y counterclockwise, in OFF

b. TILT control ............... " .. , ........, ...................... Fully upward
c. RANGE switch.""" ...........................,....... 12 nautical miles
NOTE
Control scuings in this position will produce

minimum hazards to ground personnel should
the radar be activated.
(b) Opcrulional Control Settings

(I) Rotate INTensity control clockwise to bring system into ON
condition.
(2) Note that WAIT is displayed during warm-up period of 30-40
seconds.
(3). When WX is displayed, rotate INTensity control clockwise
until display brightness is at desired level.
(4) Set RANGE switch to desired range.
(5) Adjust TILT control for desired forward scan area.
9-160, 4 of 6 9-160, 4 of 6
CAUTION
If the radar is to be operated while the aircraft

is on the ground:
a. Direct nose of aircraft such that antenna
scan sector is free of large metallic objects
(hangars, other aircraft) for a distance of
100 feet (30 meters), and tilt antenna fully
upward.
b. Avoid operation during refueling of aircraft
or during refueling operations within 100
feet (30 meters).
c. Prevent personnel from standing within 15
feet from the radiating antenna.
Installation of the Sperry Primus 100 Monochrome Radar does not

affect the basic performance information presented in Section 5 of this
handbook.
9-162, 6 of 6 9-162, 6 of 6

AND
SUPPLEMENT 15
FOR
SPERRY PRIMUS 100 COLOR RADAR
(Formerly RCA WEATHER SCOUT II COLOR RADAR)
SECTION 1 - GENERAL

and FAA Approved Airplane Flight Manual when the Sperry Primus 100
Color Radar is installed per the Equipment List. The information contained
Approved Airplane F1igh,t Manual.
FAA APPROVED ~
:H:TROMPLi
D.O.A. NO. SO-2
LAKELAND, FLORIDA
DESCRIPTION
The Primus 100 System is an alphanumeric digital display radar used for
weather location and analysis. The system detects storms along the flight
path and gives the pilot a visual indication of storm intensity. Target returns
arc displayed at one of four video levels: 0, I, 2. or 3. Level 0 is shown as a
dark screen because of weak or no returns; levels I, 2, and 3 are sllown as
grecn, yellow, and rcd displays which represents increasing rainfall, frum
least to heaviest.
The system consists of three units: a Rcccivcr-Transmittcr-Antcnna, a

Digital Indicator. and a Primus 100 Interface Unit.
(a) Rccciver-Transmittcr-Antcnna (RTA)

The major assemblies contained in the RTA arc the Modulator,
IF/ AFe Programmer, ,Antenna Drive, Magnetron, Mixer, Local
Oscillator, and Parabolic Antenna.
(b) Digital Indicator

The Digital Indicator is installed in the aircraft instrument panel.
All of the pilot's operating controls are mounted on the front panel
of the Digital Indicator. A rectangular 5 inch TV.type cathode ray
tube is used for clear viewing. Range/mode alphanumerics are
displayed on the screen to facilitate evaluation of displays.
(c) Interface Unit

The unit provides signal interface functions between the RTA and
Digital Indicator and power interface betwecn the aircraft primary
supply and the Primus 100 Radar System.
(d) Operating Controls And Display Features

1
INDICATOR CONTROLS AND DISPLAY FEATURE
(I) Display Area See item A, B, and C for explanation of

alphanumeric display.
(A) Mode Field Selected mode is displayed as WX, CYC,

MAP,or TEST. STBY is displayed if
R-T is warming up and no mode is se-
lected after turn on. WAIT is displayed if
a mode is selected prior to end of warm-
up or when Indicator and Antenna are
synchronizing.
(B) Auxiliary FRZ is displayed as a blinking word if

Field radar is in freeze mode (to remind pilot
that radar display is not being updated
for incoming target returns).
I, 2, 3, and color bar legend is displayed

in WX/C, TEST and MAP modes. In
weather mode color bar is green, yellow,
and red. In map mode, color bar is cynn,
yellow, and magenta.
(C) Range Mark Five labelled range marks arc displayed

Identifiers on each range. Label of furthest murk is
is same as range selected. Range and
azimuth marks arc displayed in cyan for
WXJC and TEST, green for MAP.
(2) INT/OFF Rotary control used to regulate bright-

ness (intensity) of display.
OnlOff function: Full CCW rotation of

intensity control places system in OFF
condition. CW rotation from OFF set-
ting turns system ON. STBY is displayed
until WXJC, MAP. ~ r TEST is selected.
If WXJC or MAP is selected initially or

prior to the end of the warm-up period,
WAIT will be displayed until RT wanns
up (approximalCly 30 seconds).
If TEST is sele(;ted immediately, WAIT

will be displayed until Antenna is syn-
chronized (lcss than 4 seconds) and then
test pattern will appear.
(3) WXJC Alternate-action switch used to select

wcather mode or cyclic contour mode.
If selected at turn-on, system will come

up in weathcr-mode; second depression
of switch will select cyclic contour mode.
If selected when system is already oper-

ating in another mode. system will return
to weather mode; second switch depres-
sion will select cyclic contour mode.
In cyclic contour mode, 3-levcl (red)

display will flash on and off at 0.5 second
intervals.
9-166, 4 of 8 9-166, 4 of 8
(4) MAP Pushbutton switch used to select ground

mapping mode,
(5) TEST Pushbutton switch used to select test

mode. Special test pattern is displayed.
In test, transmitter does not transmit and
range is automatically 100 nm.
(6) FRZ Pushbutton switch used to select freeze

mode. Radar displuy is not updated with
incoming target return data. As a warning
to the pilot, FRZ level will flash on and
off at 0.5 second intervals.
(7) AZ MK Slide switch used to disp lay three

azimuth markers at 3D-degree intervals.
(8) TILT Rotary control that enables pilot to select

angles of antenna beam tilt with relation
10 ai rframe. Rotating control CW tilts
beam upward; CCW rotation tilts beam
. downward .
(9) 101251501100/200 Pushbutton switches used to select

or desired range. Five range marks are dis-
10125150/ 100 played for each range.
Do nol operate radar within 15 feel of ground personnel or when re-

fueling operations aTe within 100 feel of aircraft.
SECTION 3 - EMERGENCY PROCEDURES
There are no changes to the emergency procedures with this equipment

installed.
5 of 8, 9-167 5 of 8, 9-167
(a) Preliminary Control Settings

Place the Indicator Contro l in the following positions before
applying power from the aircraft electrical system:
INTensity conlfoi ......................... ,... Ful ly counterclockwise, in OFF

TILT control ................................................................. Ful1y upward
RANGE 5witch ......... " ............ ", .............. " ......... ,,"\O nautical miles
NOTE
Control settings in this position will produce

minimum hazards to ground personnel should
the radar be activated.
(b) Operational Control Seuings

(I) Rotate INTensity control clockwise to bring system into ON
condition.
(2) Note that STBY is displayed until a mode is selected.
(3) Depress WX and note that WAIT is displayed during re-
maining portion of waml-up periOd.
(4) When WX is displayed, rotate INTensity control clockwise
until display brightness is at desired lcvcl.
(5) Set RANGE switch to desired rangc.
(6) Adjust TILT control for desired forward scan area.
NOTE
To place radar in STBY mode after it has been

operating, rotate tNT con trot momentarily to
OFF, then back to des ired viewing position.
Radar will then remain in STBY with no
radiated power until an operating mode is
selected.
9-168, 6 of 8 9-168, 6 of 8
CAUTION
If the radar is to be operated while the aircraft

is on the ground:
a. Direct nose of aircraft such that antenna
scan sector is free of large metallic objects
(hangars, other aircraft) for a distance of
100 feet (30 meters), and tilt antenna funy
upward.
b. Avoid operation during refueling of aircraft
or during refueling operations within 100
feet (30 meters).
c. Prevent personnel from standing within
15 feet from the radiating antenna.
Installation of the Primus 100 Color Radar does not affect the I
basic performance information presented in Section 5 of this handbook.
9-170, 8 of 8 9-170, 8 of 8

AND
SUPPLEMENT NO. 16
FOR
NAYAK NACELLE FUEL SYSTEM
SECTION 1 - GENERAL

and FAA Approved Airplane Flight Manual when the Nayak Nacelle Fuel
System is installed per the Equipment List. The information contained I
FAA APPROVED /J~

~ROMPLE
D.O.A. NO. SO-2
LAKELAND, FLORIDA
1.1 INTllODUCTION
The Nayak Nacelle Fue l System increases the total fucl capacity by
adding two fuel cells to the fucl system. The added fuel celis, onc in each
engine nacclle, drain into the main fucl cells.
1.3 FUEL
(a) Fucl Capacity (U.S. gal) (tolal) 246

(b) Usable Fuel (U.S. gal) (total) 237.4
1.S MAXIMUM WEIGHTS
(a) Maximum Weight in Nacelle Baggage

Compartments 50 Ibs (each)
1.7 BAGGAGE SPACE
(a) Nacelle Compartment Volume

(cubic feet) 6 (each)
2.1 WEIGHT LIMITS
(a) Maximum Weight in Nacelle Baggage

Compartments 50 Ibs (per side)
2.3 PLACARDS
On inside of nacelle locker doors:
BAGGAGE CAPACITY
SO LBS. MAX,
DO NOT EXCEED
10 LDS J SQ. Fr. FLOOR LOADING
9-172, 2 of 22 9-172, 2 of 22
On top center of aft cab in panel (cargo loading placard):
o PA- 31 o
....
0, - - - . =
MAXIMUM CAPACITY
147S
TOTAL
MAXIMUM llEDOWN CAPACITY

PU "OOT Of TRACX
PI!JI TRACK
PtA nlOOWN RINO
......L.'
200
' 00 LU
tAfIIQO ..,., . . LOAHD "'MIN fNl WIIOHt
o AND NUNC. ullin Of" 'Mil AIIICfIU'I' 0
COOl NO. sa 2 0 82
3 of 22, 9-173 3 of 22, 9-173
Installation of the Nayak Nacelle Fuel System docs not affcct the
emergency procedures presented in Section 3 of this handbook.
In stallation of the Nayak Nacelle Fuel System docs not affec t the
normal procedures presc.nted in Section 4 of th is handbook.
Ins tallation o f the Nayak Nacelle Fuel System affec ts range and
endurance performance. Refer to the following charts for the increased
range and endurance profiles.
9-174, 4 of 22 9-174, 4 of 22
RANGE - NAUT, MIIZERO WIND)
RANGE PROFILE
(NAYAK NACELLE FUEL SYSTEM)
5 of 22, 9-175 5 of 22, 9-175
w
o
~
i
ENDURANCE. HR'.
ENDURANCE PROFILE
9-176, 6 of 22 9-176, 6 of 22
6.1 WEIGHT AND BALANCE DETERMINATION FOR FLIGHT
The following sample loading problem work sheets and loading charts
are used when Nayak Nacelle Fuel System is installed. .
7 of 22, 9-177 7 of 22, 9-177
ITEM WT. LBS ARMIN. MOMENT

Basic Airplane 4 3 4 9 128.0 S S 6 7 0 0
Revised Airplane
Pilot's Scat 1 7 5 119.0 2 o8 o0

Copilot's Scat 1 3 0 119.0 1 5 5 o0
Scat No.3 1 4 0 166/ 159 (Reversed) 2 3 2 o0
Scut No.4 1 6 0 1661159 (Reversed) 2 6 6 o0
Scal No.5 198.0
Scat No.6 198.0
Seat No.7 229.0
Seat No.8 242.0
Fwd. Baggage 43.0
Rear Baggage 1 5 0 255.0 3 8 3 o0

Rt. Nac. Baggage S 0 192.0 9 6 o0
Lt. Nac. Ba~gagc 5 0 192.0 9 6 o0
Inbd. Fuel 6 4 4 126.8 8 1 7 o0
Nacelle Fuel 8 4 J42,8 I 2 0 o0
Outbd. Fuel 4 5 6 148.0 6 7 5 o0
Other
Total Wt. 6 3 8 8 Total Moment 8 6 1 5 0 0

C.G. LocatIOn rorTake-off 134.8
SAMPLE LOADING PROBLEM

9-178, 8 of 22 9-178, 8 of 22
ITEM WT. LBS ARM-IN. MOMENT
Basic Airplane
Revised Airplane
Pilot's Seat 119.0

Copilot's Seat 119.0
Seat No.3 166/159 (Reversed)
Seat No.4 166/1 S9 (Reversed)
Seat No.5 198.0
Seat No.6 198.0
Seat No.7 229.0
Seat No.8 242.0

Fwd. Baggage 43.0
Rear Baggage 255.0
Rt. Nac. Baggage 192.0
Lt. Nac. Baggage 192.0
Inbd. Fuel 126.8
Nacelle Fuel 142.8
Outbd. Fuel 148.0

Other
Total Wt. Total Moment

C.O. Location for Take-off
WORKSHEET
9 of 22, 9-179 9 of 22, 9-179
9-180, 10 of 22 9-180, 10 of 22
BAGGAGE
Fwd Baggage Rear Baggage Nacelle Baggage

Arm 43 Ann 255 Arm 192
Weight Moment 100
10 4 26 19
20 9 51 38
30 13 77 58
40 17 102 77
50 22 128 96
60 26 153 -
70 30 179 -
80 34 204 -
90 39 230 -
100
110
43
47
255
28 1
--
120 52 306 -
130
140
56
60
332
357
--
150 65 383 -
160 - 408 -
170 - 434 -
180 - 459 -
190 - 485 -
200 - 510 -
LOADING CHART
11 of 22, 9-181 11 of 22, 9-181
FUEL
Weight Inboard Tanks Outboards Tanks Nacelle Tanks

Gallons Lbs. Ann 126.8 Ann 148.0 Am 142.8
Moment I 100
5 30 38 44 43
10 60 76 89 86
' 14 84 - - 120
15 90 114 133 129
20 120 152 178 17 1
25 150 190 222 214
30 180 228 266 257
35 210 266 311 300
40 240 304 355 343
45 270 342 400 386
50 300 380 444 428
54 324 - - 463
55 330 418 488 -
60 360 456 533 -
65 390 495 577 -
70 420 533 622 -
75 450 571 666 -
76 456 - 675 -
80 480 609 - -
85 5 10 647 - -
90 . 540 685 - -
95 570 723 - -
100 600 761 - -
105 630 799 - -
107.4 644 817 - -
2.3 gals. unusable fuel in each inboard tank and 2.0 gals. unusable fuel in
eaeh outboard tank included in basic weight (51.6 Ibs., 7052 in. lbs. total)
*Nacelle fuel tanks contain 14 gals. (7 gals. each) when inboard tanks are
full.

9-182, 12 of 22 9-182, 12 of 22
/,----------------------------------------.~
MODEL PA31326
WEIGHT AND BALANCE
VISUAL PLOTTER FOR
ITIS THE RESPONSIBILITY OF THE OWNER AND PILOT TO ASCERTAIN nlAT THE
AIRPLANE ALWAYS REMAINS WITHIN THE ALLOWABLE WEIGHT VS. CENTER OF
GRAVITY ENVELOPE WHILE IN FLIGHT.
jOe ii~ ]~T

-
~bt.
00
i
o ~ I-
"~11
'~ ~ G:=;'
....::~
4-
/ v.-
O
..
I 100
..JI
~
.~
i
f
1#.. :.'1 ~ I/. ' .. 0 t7J;, ..( ~
1
~.; " H~
~~ F-~:;;- rtf .
'""
o E
~-
~.
~~ :l:::::: ~fi ~' ...

' . 10
...." r",
ruff[, JIl
" 0
100
- ~\
-
II -
-
.. _,... 1I+H-HH-t++lH-H-HH-+----t
~-- \\~~HH~~HHHHhhHr-----~-
- i I -
00 t- \H-,\+-\HI+f-if+++H+i-I"I-f+---I_
MOO 122 .t. fU tl. 130'. ,14 ,,& I'.
c. O. LOCATION UNCIIES A'T DATUM'
wAIlNINe:
o. ".11 I~I. ,I."....,.... I. ,,"fll........ ,,,,,, '0" ,........, ..... p.,i ., II.... . . .
WEIGHT AND BALANCE VISUAL PLOTTER

13 of 22, 9-183 13 of 22, 9-183
6.3 INSTRUCTION FOR USING WEIGHT AND BALANCE l'LOTTER
(a) The point corresponding to the "Basic Empty Weight anti Center
of Gravity" localion may be located on lhe face of the plotter in ink
as this is the point from which all computations are started.
(b) The zero line of the I st lind 2nd scat slot is (entered over the
starting point. A new point is established up this slot indicating the
occupant's weight.
(c) The applicable 3rd and 4th seal slot (fore or aft) is next centered
over the last point plotted. Again a new point is established up Ihis
slot indicating the occupants' weight.
(d) Similarly. the 5th and 6th scat, 7th seat, and 8th scat slots arc
moved over each preceding point and a new point established.
(e) The "Front Baggage" slot is used next, centering the zero line over
the last "seat" point ploued.
(f) The "Rear Baggage" is plotted using the same procedure as before.
(Refer to Section 6, Paragraph 6.7 for General Loading Recom-
mendations.)
(g) For "NACELLE LOCKER BAGGAGE" zero "NAC LOCKER"

slot over point 8: Establish new point 9 corresponding to the total
baggage weight in both lockers.
(h) "Zero" the "INBOARD FUEL" slot over point 9: Establish new
point 10 at fuel quantity desired.
(i) For "NACELLE FUEL" repeat step (h) from point 10.
U> For "OUTBOARD FUEL" repeat step (i) from point II.
9-184, 14 of 22 9-184, 14 of 22
NOTE
Should the fuel sIal leave th e "Center of

Gravity Envelope" between 134 and 138 inches,
the fuel indicated al the exit point is the
maximum allowable. Should the fuel leave the
"Center of Gravity Envelope" othe r than
between 134 and 138 inches, the baggage or
passenger load should be redistributed forward
or aft as required. to allow a higher load.
6.5 CARGO LOADING
When scats arc removed for cargo stowage, the Basic Empty Weighl
and corresponding e.G. must be corrected prior to determination of the
loading schedule. The weights and arms for these scats afC:
lIem Weight Ann Moment/tOO
3rd & 4th Scat

Fwd Facing (each) 26 166 43
3ed & 4th Seat

Aft Facing (each) 26 159 41
5th & 6th Seat (e1lch) 26 198 51
7th Seat 25 229 57
8th Seat 22 242 53
15 of 22, 9-185 15 of 22, 9-185
door to facilitate cargo loading. The door provides an additional fuselage
opening (17 inches long and 29 inches wide) which results in a total access
length of over 44 inches. A quick disconnect pin is provided on the main
cabin entrance door cable which permits maximum utilization of the
additional opening provided by the optional cargo door.
The cargo barrier installation provides the necessary equipment to

safely load the cabin areu of the fuselage, establishes a protective barrier for
the cockpit area, and presents instructions for cargo loading and weight
limitations. This optional installation includes cargo rollers. tic down straps.
cargo net, equipment container and a cargo blanket.
The cargo loading placard (following page) is mounted in the rear of the
aft baggage compartment and clearly defines the limitations and procedures
for cargo loading. This infommtion should be used in conjun.ction with the
information presented in the Weight and Balance section to assure a weight
and center of gravity within the limits of the airplane.
Cargo barriers and restraining equipment are limited as follows:
(a) Cargo barriersmaximum restraining capacity of 1280 Ibs. at 24 in.

C.G. height of cargo.
(b) Cargo net-maximum restraining capacity of 1280 lbs. at 24 in. C.G.

height of cargo.
(cl Cargo straps-maximum restraining capacity of 150 Ibs. at 12 in.

C.G. height of cargo.
(d) Baggage tie down rings attached to seat tracks-maximum re-

straining capacity of 200 Ibs. each.
(e) Baggage tic down rings attached to Wedjit plates-maximum tic

down capacity of 200 Ibs. each.
Weight and CO. computations of individual items should be calcu lated

before actual loading. When loading items of identical weight with an even
weight distribution, the CG. can be determined for all the items in the center
of the load. All items of unequal weight should be figured separately. Also,
compute the load weight and e.G. first: then compute fucl weight and totnl
C.G. to allow for the possibility of the CG. moving aft of the allowable aft
C.G. limit while burning off fuel.
9-186, 16 of 22 9-186, 16 of 22
Generally. heavier items should be loaded in section B (see cargo

loading placard) and lighter items in sections C and D.
NOTE
When loading heavy items it is recommended

to install a post under the tail skid to prevent
the tail from settling while loading. The parking
brakes should also be set.
17 of 22, 9-187 17 of 22, 9-187
o PA.31 o
C D
MAXIMUM CAPACITY
o
_LD~D
AREA
~
LBS/SQ. FT.
~ 640
1475
640
~ 200
TOTAL
10 50
MAXIMUM TIEDOWN CAPACITY

PER FOOT OF TRACK 200 L8S
PER TRACK 600 L8S
PER TIED OWN RING 200 L8S
CARGO MUIT BE LOADED WITHIN THE WEIGHT
o AND BALANCE LIMITS Of THIS AIRCRAFT 0
CODE NO. 582 082
CARGO LOADING CHART

9-188, 18 of 22 9-188, 18 of 22
In most cases the forward baggage compartment must be loaded in

order to utilize sections C & D. The empty weight of the airplane does not
include the cargo barrier installation equipment; however, the cargo barrier
equipment was included and the passengers' seats removed in the basic
airplane weight and C.O. in the following example:
EXAMPLE:
Weight x Arm Moment
AIC Empty Weight 4354 127.4 554,700

Pilot 170 119.0 20,230
Load Section A 50 43.0 2,150
Load Section B 400 147.0 58,800
Load Section C 250 210.0 52,500
Load Section D 150 255.0 38,250
Load Section E 100 192.0 19,200
TOTAL 5474 136.2 745,830
Inboard Fuel 107.4 gal. 644 126.8 81,659

Nacelle Fuel 14 gal. 84 142.8 11,995
Outboard Fuel 49.7 gal. 298 148.0 44,104
TOTAL 6500 135.9 883,588
In the above example the airplane falls within the limits (both C.O. and
weight).
19 of 22, 9-189 19 of 22, 9-189
9-190, 20 of 22 9-190, 20 of 22
SECTION 7 DESCRIPTION AND OPERATION OF THE AIRPLANE

AND ITS SYSTEMS
7.1 FUEL SYSTEM
Fuel is stored in six flexible fuel cells, two in each wing panel and one in
each nacelle. The outboard cells hold 40 U.S. gallons each, the inboard cells
hold 56 U.S. gallons each. and the nacelle cells hold 27 U.S. gallons each,
giving a total of246 gallons. of which 237.4 gallons are usable.
When the inboard lank is selected fuel drains from the nacelle tank
directly into the inboard tank.
7.3 BAGGAGE AREA
Each nacelle compartment has a load capacity of 50 pounds nnd a volume

of 6 cubic feet. The interior floors of the, compartments measure opproxi-
mately 40 inches long, 23.5 inches wide and 11 inches high.
SECTION 8 HANDLING, SERVICING AND MAINTENANCE
8.1 FUEL SYSTEM
(a) Filling Fuel Cells

The fuel supply is carried in two 56 gallon main (inboard) cells,
two 40 gallon auxiliary (outboard) cells, and two 27 gallon nacelle
cells. A filler neck is provided in the upper outboard section of each
wing for servic in g the outboard cells. The nacelle cell and the
inboard cell are interconnected. Use the filler neck located in the
upper center section of each wing for servicing the inboard cell.
Secure the filler caps on the inboanl tanks before fueling nacelle fuel
cells, then use the filler neck locnted in the upper outboard section
of each nacelle for servicing the nacelle cell.
CAUTION
Do not remove inboard cell filler cap on wing

when nacelle lank COnlains fuel.
21 of 22, 9-191 21 of 22, 9-191
,
;:0<
- ;",
N
'" '"
-1
'"
N
'" 0
N
(NAVAK NACELLE FUEL)
9-192, 22 of 22 9-192, 22 of 22

AND
SUPPLEMENT NO. 17
FOR
EDOAIRE MITCHELL CENTURY 41 AUTOPILOT MODEL AK847
OR
CENTURY 41 FLIGHT DIRECTOR AUTOPILOT MODEL AK847IFD
SECTION 1 GENERAL

and FAA Approved Airplane Flight Manual when Edo-Aire Mitchell
Century 41 Autopilot Model AK847 or Century 41 Flight Director Auto-
pilot Model AK847/FD is installed per the Equipment List. The informa-
tion contained herein supplements or supersedes the basic Pilot's Operating
FAA APPROVED _+- /J,_~

___.,....,~~_~
______
~TROMPLER
D.O.A. NO. SO-2
LAKELAND, FLORIDA
1 of 36, 9-193 1 of 36, 9-193
ABBREVIATIONS
AD! Attitude Directional Indicator

ALT Altitude
AP Autopilot
APR Approach
ATT Attitude
CWS (SYNC) Control Wheel Steering
DG Directional Gyro
DN Down
FD Flight Director
GA Go Around
HDG Heading
HSI Horizontal Situution Indicator
LOC Localizer
NAV Navigation
OBS Omni Bcaring Seleclor
REV Reverse (Back Course)
SYSTEM DESCRIPTION
The Century 4 1 Autopilot is an electronic aUlOpilot system utilizing

vertical and directional gyro signals and D.C. electric servos to provide three
axis sensing and two surface control. The system includes lateral and vertical
radio coupling, command and automatic elevator trim; and navigation, trim
and autopilot failure monitor and warning systems.
The Century 41 is available as an integrated Flight Director and Auto-

pilot system by the usc of one of the three optional Attitude Director Indi-
cators (A.D.I.).
The Century 41 is activated with the aircraft master switch and operates
in a low power state until the autopilot is engaged. Mode selection is made by
pushing the desired mode switch on the mode programmer. The. selected
mode will be annunciated on the remote annunciator panel.
The annunciator panel contains an ambient light level sensor which will
automatically dim the annunciator light level during night operations. The
programmer contains mode recognition lights and dimming is provided by
the panel light dimmer switch.
9-194, 2 of 36 9-194, 2 of 36
The electric elevator trim system is a fully redundant type in both the
manual and autotrim modes. The trim system is powered through a separate
system master switch that must be ON during autopilot operations, and for
the control wheel trim command switch to function when the autopilot is
OFF.
(a) Autopilot use prohibited above 221 KIAS. Above 12,000 ft. reduce
this airspeed by 2.6 knots per 1,000 feet.
(b) Autopilot OFF during takeoff and landing.
(c) Autopilot operation not authorized with greater than 15 flaps
selected.
(d) Minimum speed for coupled approach operation is 95 KIAS.
(e) The pilot must remain in the pilots scat with seat belt fastened
during autopilot operations.
(f) Conduct AP preflight check prior to operating the system in flight.
(g) The minimum altitude for autopilot operation is 200 ft. A.O.L.
while in the approach mode and 1000 ft. A.O.L. during climb cruise
and descent.
(h) Autopilot altitude command limits:
Pitch 23
Roll 24
(i) Placards:
Location Pilot's control wheel, left horn:

DISC INTERRUPT (NPDISC)
. Pilot's control wheel, left horn:
CWS(SYNC)
- Pilot's control wheel, left horn:
ON
TRIM
UP
3 of 36, 9-195 3 of 36, 9-195
Left throttle lever (Flight Director only):
GO AROUND
. Immediately beneath the HSI:
CONDUCT ArcS PRErUGHT

SECTION J - EMERGENCY PROCEDURES

EMERGENCY PROCEDURES CHECK LIST
(a) AUTOPILOT SERVO HARDOVER

(I) Control Wheel. Rudder Pedals OVERPOWER to prevent
further deviation.
(2) Trim Interrupt/Autopilot Disconnect switch PUSH.
(3) AlP Circuit Breaker PULL.
NOTE
In the event of an autopilot malfunction, or

anytime the autopilot is not performing as
commanded. do not attempt to identify th e
problcm system. Regain control by over-
powering nnd immediately disconnccting the
autopilot. This will disable both the autotrim
system and the autopilot system . If the mal
function was in the autotrim system there may
be residual control wheel force after the system
is OFF. Be prepared for any residual trim force
and retrim, as necessary. using the aircraft's
primary trim control system.
9-196, 4 of 36 9-196, 4 of 36
(b) AUTOPILOT AUTOTRIM FAILURE

(l) Control Wheel- GRASP firmly to stop pitch deviation.
(2) Trim InterruptI Autopilot Disconnect switch - DEPRESS.
CAUTION
Elevator out of trim forces may be encountered

after disconnecting the autopilot.
(3) Aircraft Elevator Trim - MANUALLY RETRIM.

(4) AlP Circuit Breaker - PULL.
(c) MANUAL ELECTRIC TRIM MALFUNCTION

(1) Control Wheel - GRASP firmly to stop pitch deviation.
(2) Trim Interrupt/Autopilot Disconnect switch - DEPRESS and
HOLD.
(3) Trim Master switch - OFF.
(5) Electric Trim Circuit Breaker - PULL.
WARNING
If an autopilot/trim malfunction has occurred,

do not re-engage the autopilot until correc-
tive service action has been accomplished on
the system.
(d) ENGINE FAILURE DURING AUTOPILOT OPERATION

(1) Trim InterruptiAutopilot Disconnect switch - DEPRESS.
(2) Engine Securing Procedures - ACCOMPLISH per Emergency
Procedures section of POH.
(3) AileronlRudder Trim - MANUALLY ADJUST.
(4) Autopilot - ENGAGED, reselect modes as desired.
5 of 36, 9-197 5 of 36, 9-197
AMPLIFIED EMERGENCY PROCEDURES
(a) AUTOPILOT SERVO HARDOVER

An autopilot servo hardover occurs when a scrvo runs uncom-
manded to its maximum authority. This type of malfunction is
recognizable by the aircraft deviating from a pre-programmed
Oiglu pHlh in either pitch , roll or yaw depending on which nxi!l mal_
fum:tioned. Should this type of malfuncti'on be observed or sus-
pected, the autopilot shou ld be immediately disconnected.
(b) AUTOPILOT AUTOTRIM FAILURE

An autopi lot autotrim failure occurs when the elevator trim motor
runs uncommanded nose-up or nose-down. If thi s m<llfunction
occurs the autopilot trim monitor system will disable the elevator
trim servo.
This type of failure should not result in an immediate pitch devia-

lion; however, as airspeed and configuration changes arc made
degraded autopilot perfonnanee may be observed in the pitch axis
due to the out of trim force.
Shou ld the FAIL AUTOTRIM annunciator illuminate and/or

degraded autopilot perfomlance is observed or suspected. Ihe auto-
pi lot should be immediately disconnected. Prior 10 disconnecting
the autopi lot, the control wheel should be fimlly grasped in order
to prevent pitch excu rsions caused by elevator out of trim forces.
(c) MANUAL ELECTRIC TRIM MALFUNCTION

A fnanual electric trim malfunction occurs when the elevator trim
motor runs uncommanded with the autopilot disengaged. This
type of malfunction is initially recognized by the elevator trim wheel
running uncommanded. Upon this occurance the pilot should
firmly grasp the control wheel to prevent further pitch excursions
and immediately depress and hold the trim interrupt switch. Place
the trim master switch in the OFF position. The electric trim circuit
breaker should then be pulled and not reset until corrective service
action has been taken. The aircraft will then need to be manually
trimmed.
9-198, 6 of 36 9-198, 6 of 36
(d) ENGINE FAILURE DURING AUTOPILOT OPERATION

An engine failure during au!Opilot operation will, in most cases,
generate a lateral/directional trim requirement in excess of the
autopilot's cnpabililics resulting in degraded autopilot performance
or, in most cases, a deviation in "roll and yaw,
If an engine failure occurs, the autopilot should be disconnected

immediately. the engine secured and the aircraft rctrimmed. The
autopilot may then be reengaged with modes selected as desired.
(e) SINGLE ENGINE OPERATIONS

(I) Engine failure during an autopilot approach operation: Dis-
engage autopilot, conduct remainder of approach manually.
(2) Engine failure during normal climb, cruise, descent: Retrim
aircraft, pcrfonn nomlal aircraft engine out procedures.
operations.
NOTES
Single engine operations below Singlc Engine

Best Rate of Climb (Blue Line) may require
manual rudder application 10 maintain direc-
tional Irim depending upon aircraft configura-
tion and power applicd.
Do nOI overpower autopilot in pitch for more

than 3 seconds as the autotrim system will
cause an increase in pitch ovcr-p.ower forces.
(0 AUTOPILOT DISCONNECTION
Autopilol may be disconnected by:
(I) Depressing trim interrupt/AP disconnect switch (control
wheel).
(2) Activating manual electric trim switch.
(3) Pulling AP circuit breaker.
(4) Depressing GA button on left throttle. (Flight Director only)
(5) Depressing the AP ON-OFF switch on fhe programmer.
7 of 36, 9-199 7 of 36, 9-199
(6) Selecting OFF 011 the AP/FD IlHlster switch.
NOTE
This autopilot is equipped with an AlP OFF

warning horn that will sound for approximately
4 seconds anytime the Hutopilot is disengaged.
This will be accompanied by an AlP message
nash on the autopilot remote annunciator for
approximately 5 seconds. The horn may be
silenced before the 4 second time limit is up
by:
a. Activating manual electric trim switch.
b. Rc-engaging the autopilot.
c. Pressing trim Interrupt/AlP Disconnect
switch.
(g) AUTOTRIM DISCONNECTION

Autotrim may be disconnected by:
(1) Depressing the autopilot OFF switch on the mode pro-
grammer.
(2) Placing the trim master switch - OFF.
(3) Depressing trim interrupt/AP disconnect switch on pilot's
control wheel.
(4) Activating manual electric trim switch.
After failed systcm has becn idcntified, pull systcm circuit breaker
and do not operate until the problem has been corrected.
(h) ALTITUDE LOSS DURING MALFUNCTION

(J) An autopilot malfunction during climb, cruise or dcscent with a
3 sccond delay in recovery initiation could result in as much as
60 degrees of bank and 600 ft. altitude loss. Maximum altitude
loss measured at autopilot VNE during descent at high altitude.
(2) An autopilot malfunction during an approach with a I second
delay in recovery initiation could result in as much as 20 degrees
of bank and 140 ft. altitude loss. Maximum altitude loss
measured in approach configuration, gear down, and operating
either coupled or uncoupled, single or multi-cngine.
9-200, 8 of 36 9-200, 8 of 36
(i) COMPASS SYSTEM (NSD 360A)

Emergency Operation With Optional NSD 360A (HSI) Slaved
and/or Non-Slaved: (For other approved heading systems, consult
the Manufacturer's Instructions.)
(I) Appearance of HDG Flag:
a. Check air supply gauge (vac or pressure) for adequate air
supply (4 in. Hg. min.).
b. Check compass circuit breaker.
c. Observe display for proper operation.
(2) To disable heading card - pull circuit breaker and use magnetic
compass for directional data.
NOTE
If heading card is not operational, autopilot

should not be used.
(3) With card disabled VORlLocalizer and Glideslope displays are

still functional; rotate card to aircraft heading for correct
display.
(4) Slaving Failure - (Le. failure to self-correct for gyro drift):
a. Check gyro slaving switch is set to No. I position (if
equipped with Slave No. 1 - No.2 switch) or Slaved posi-
tion when equipped with Slaved and Free Gyro Mode
switch.
b. Check for HDG Flag.
c. Check compass circuit breaker.
d. Reset heading card while observing slaving meter.
NOTE
Dead slaving meter needle or a needle displaced

fully one direction indicates a slaving system
failure.
9 of 36, 9-201 9 of 36, 9-201
e. Select slaving amplifier No.2, if equipped. If not equipped,

proceed with g. below.
f. Reset heading card while checking slaving meter. If proper
slaving indication is not obtained.
g. Switch to free gyro mode and periodically set curd as an
unslaved gyro.
NOTE
In the localizer mode, the TO-FROM arrows

may remain out of view. depending upon the
design of the NAV converter used in the in-
stallation.
SECTION 4 - NORMAL OPERATING PROCEDURES
PRE-FLIGHT PROCEDURES
(a) AUTOTRIM - BEFORE FLIGHT

(I) Check trim master switch ON, autopilot OFF.
(2) Press and hold TEST pushbutton on Mode Annunciator.
Verify the following seque nce . (Each sequence will last
<Lpproximately two seconds.):
u. All annunciations light with FAIL and AP flashing.
b. Autotrim flashes, goes steady. then flashes.
e. All lights go steady.
d. After three to five seconds. AUTOTRIM and FAIL flash
continually.
(3) With TEST button on the Mode Annunciator still depressed,
verify Trim will not operate in either direction with the Control
Wheel switch.
(4) Release TEST pushbutton. Ali lights except HOG and ATT
shall extinguish.
(5) Manual electric trim shall operate nomlally.
Any deviation from the above sequence indicates that a failure

exists in either the primary system or in the monitor circuits.
9-202, 10 of 36 9-202, 10 of 36
The autopilot and trim system shall not be operated until the failure
has been identified and corrected.
CAUTION
Recheck trim position prior to initiating

takeoff.
(b) FLIGHT DIRECTOR (If Equipped)

(I) Check circuit breaker - IN.
(2) Flight director switch on A.D.1. - ON. (Adjacent to A.D.1. on
single cue A.DJ., if installed).
(3) Pitch modifier ON - UP - check pitch steering indicator moves
oppropriotcly.
(4) HOG bug RT - LT - check roll sleering indicaror moves
appropriately.
NOTE
During system functional check the system
must be provided adequate D.C. vollage (24.0
VDC min.) and instrument air (4.2 in. Hg.
min.). It is recommended that the engine be
operated to provide the necessary power and
that the ai rcraft(s) be positioned in a level
attitude. during the functional check.
(c) AUTOPILOT (FlO switch ON if FfD equipped)
NOTE
If this autopilot is equipped with a Flight
Director steering horizon the FID must be
switched on before the autopilot may be en-
gaged. Any autopilot mode may be preselected
and will be retained upon autopilot engage-
ment.
11 of 36, 9-203 11 of 36, 9-203
(I) Engage autopilot by pushing programmer orr - ON switch

ON. HOG and ATT annunciators will illuminate on mode
annunciator.
(2) Rotate HOG bug left then right and verify that control wheel
movement corresponds to HOG command input.
(3) Press pitch modifier button first up then down and note that
<lulolrim should follow pitch command input after approx-
imate ly three second delay.
(4) Grasp control wheel and override roll and pitch servo actuators
10 assure override capability.
(5) Hold control yoke and disengage autopilot by activating the
trim interrupt/AP disconnect.
(6) Check cOnlrols through full travel in roll and pitch to assure
complete autopi lot disengagement.
(7) Retrim aircraft for takeoff.
(0) TRIM SYSTEM

The autopilot is provided with an electric elevator trim system
having two modes of operation. When the autopilot is engaged and
the trim master switch is ON, automatic electric trim (autotrim) is
provided. When the autopilot is disengaged, command electric
elevator trim is avai lable by use of the control wheel switch pro-
video or by usc of the primary trim control wheel. The electric
elevator trim system has been designed to withsland any type of
single fai lure. either mechanical or electrical, without uncontrolled
operation resulting. The automated system self test circuit pro-
vided, in conjunction with a functional check. described below. will
unl;over internal failures thilt otherwise cou ld remain undetected
and thus compromise the fail-safe properties of the system. Proper
operation of the system is. therefore. predicated on conducting the
fo llowing pre-Oight checks before flight. The following procedure
will check the operation of the autotrim and autopilot monitor and
control wheel switch systems.
The command electric trim sw itch on the left portion of the pilot's
control wheel has two functions:
(I) Movement of either half of spl it sw itch will disconnect the
autopilot.
(2) When moving both halves forward, nose down trim will occur;
when moving both halves afl. nose up trim will occur.
9-204, 12 of 36 9-204, 12 of 36
TRIM CHECK
Command Trim Before Flight

(\) Trim master swilch ON.
(2) Verify norma l Trim UP and DOWN operation with control
wheel sw itch.
(3) Activate one-half of trim switch only fore and aft, trim shall not
operate with either separate action.
Any fai lure of the above operations indicates that a failure exists
in the system and the Command Trim shall nOI be operated until the
failure has been identified and corrected.
(e) COMPASS SYSTEM (NSD 360A) (For mhcr compass systems.

refer to appropriate manufacturer's instructions)
( I) Check slav ing switch in slave or slave J or 2 position. as ap-
propriate. (Some installations provide only slave and free gyro
positions).
(2) Rotate card to center slaving meier - check HDG displayed
with magnetic compass HOG.
(3) Perform standard VOR rece iver check.
(4) NAV - APR engagc NAV or APR mode sw itch and observe
steering bar ind icates turn toward the VOR needle.
NOTE
If the Omni Bearing Selector is more than 45

from the aircraft heading, the flight director
steeri ng bar will o nly indiCalC a turn toward the
omni bearing.
(f) INFLIGHT PROCEDURE

(I) Flight Director (If Equipped)
a. Autopilot circu it breaker IN. Flight director switch ON.
b. Adj ust HDG bug to :liTCrafl hC:lding and se lcct dcs ired
pitc h attitude by activation of the CWS swi tch or the
modifier switch.
c . . Maneuver aircraft man-uall y to sati sfy the com mands
presented. Select other mOOes as desired.
13 of 36, 9-205 13 of 36, 9-205
(2) AUlopilotJFlight Directo r Au topi lot (If Flight Director

Equipped)
a. Flight director switch ON, if desired. Rotate heading bug
to desired heading.
b. Trim aircraft for existing flight condition (all axes). Engage
autopi lot.
c. During numeuvering flight control <lircraf! through use
of the HOG bug and the pitch modifier. (HDGATT
modes).
d. For navigation operations select modes as required.
(3) CommandiAutotrim System

a. Trim master switch - ON.
b. When the autopilot is engaged. pitch trim is accomplished
and maintained automatically.
c. With the autopilot OFF. command trim is obtained by
pressing the manual electric trim switch on the pilot's
control wheel.
(4) Heading Mode - (HDG)

This mode will introduce a computed bank command to inter-
cept and hold a preselected heading. The HOG mode is op
crated by positioning the heading bug on the Heading System
to the desired heading and momentari ly depressing the HDG
button of the mode programmer. The HDG annunci<ltor will
illuminate and the aircraft will turn in the direction of the '
shonest turn to the selected heading. For heading c hanges
greater than 35 the aircraft will maintain a bank angle of
approximately 24. For heading changes less than 35 the
aircraft will bank proportionally to the amount of heading
change. approximately 0.6 for each degree of heading change.
If the autopilot is disengaged and the flight director (if in-

stalled) is selected, the flight director command bars will d is-
play the correct bank angles to intercept and maintain the de-
sired heading. The aircraft would be manualJy flown to satisfy
the command bars.
9-206, 14 of 36 9-206, 14 of 36
(5) Navigation Mode - (NAV)

In NAV mode the autopilot has an automatic 45 VOR-LOC
intercept angle and selected angle intercepts when equipped
with the NSD-360A or other HSI. The NAV annunciator will
illuminate.
When executing an intercept, the rate at which the aircraft is

closing upon the selected radio-defined course is determined
by the computer and at the proper time an on-course turn is
initiated. After course interception, window logic circuits ob-
serve that the course error is within ill and the radio devia-
tion is less than IO%, of full scale. This logic initiates crosswind
correction, radio gain reduction, lowers the roll rate to 2.5 0 per
second and limits bank angles to 8 to produce an automatic
soft navigation mode when tracking VOR. The system will
remain in soft mode during station passage. However, if a new
course which required re-intercept is selected, the soft mode
will unlock and the intercept sequence will reoccur.
NOTES
The NAV mode should be used when executing

a holding pattern on the localizer to prevent
automatic glideslope coupling.
When the radio receiver is tuned to a localizer

frequency, the coupler will operate with lo-
calizer (APR dynamics in the NAV mode).
HEADING SYSTEMS
In systems equipped with a DG the autopilot heading bug must
be set to match the selected VOR radial.
In the systems equipped with an NSD-360A or other HSI

instrument, the heading bug is disabled when in the NAV,
APR, or REV modes. In these modes the azimuth information
to the autopilot is provided by the radio course pointer.
15 of 36, 9-207 15 of 36, 9-207
NOTES
In systems equipped with an NSD-360A or

other HSI always set the radio course pointer
to the Front Course Inbound Heading when
operating in the APR or REV modes.
In systems equipped with a DG, always set the

hcading bug to the final approach hcading to
the airport.
SELECTED INTERCEPT ANGLE

In systems equipped with an NSD360A or other HSI, a se-
lected intercept angle function is available while operating in
the NAV, APR, and REV modes.
Selected intercept is initiated by performing the following

steps:
a. While operating in the HDG mode, set the course pointer
to the desired radial.
b. Set the heading bug on the NSD to the desired intercept
heading.
c. Press the HDG and NAV. HDG and APR or HDG and
REV mode buttons simultaneously.
Both HDG and the selected lateral mode will now illuminate
on the annunciator. As the aircraft begins its on course turn,
the HDG annunciator will extinguish indicating that the sys-
tem has captured the radio signal and is now receiving azimuth
input from the course pointer.
NOTE
If valid radio signal is lost after initiating a

selected angle intercept, the applicable naviga-
tion mode annunciator will flash and the auto-
pilot will remain in the HDG mode.
9-208, 16 of 36 9-208, 16 of 36
(6) Approach Mode - (APR)

The APR mode provides automatic 45 VOR-LOC intercept
angle and selected angle intercepts when the system is equipped
with an NSD-360A or other HSI. The intercept, crosswind and
tracking sequences are similar to those described in the NAV
mode of operation except that softening is delayed for 90
seconds after intercept and bank angle limits are reduced to
12 at 3.6 per second maximum roll rate. The APR mode has
additional enabling logic for the automatic glideslope arm,
capture and track sequence and must be used on ILS
approaches.
GLIDESLOPE COUPLING - In the presence of selected APR

mode only and other enabling logic, the glides lope function is
fully automatic. Therefore, no GS engage switch is used.
GJideslope may be entered from either ATT or ALT mode,

from either above or below the glides lope.
Capture of the gJideslope depends upon satisfying conditions

which will complete the arming sequence. After arming,
capture will occur just before gJideslope interception so as to
rotate smoothly to interception. This anticipative capture point
is determined by the rate of closure satisfying a computer
equation. In order for the gJideslope to arm, the following
conditions must exist simultaneously:
a. No.1 NAV radio channeled to a localizer frequency.
b. Localizer deviation must be less than 80% of full scale.
c. A valid localizer signal (no flag).
d. A valid glideslopc signal (no flag).
e. APR mode selected.
When these conditions are met the GS annunciator will illumi-

nate, in conjunction with the active pitch mode light, indicating
gJideslope is armed.
When anticipative capturing occurs, the active pitch mode

light will go out leaving only the illuminated GS annunciator
to indicate that transition to the glides lope signal has occurred.
17 of 36, 9-209 17 of 36, 9-209
The GS lIlode may be deactivated by selection of any other

pitch mode (ALT. ATI. GA) but automatic recapture of the
glides lope may occur in ALT or ATT modes.
Either a fixed (45) or selected intercept angle may be used to

intercept the final approach course in the same manner as
described under NAV mode.
REVERSE (Back Course) - The REV made is for use in track-

ing the localizer back course inbound and front course out-
bound.
45 automatic intercepts. selected angle intercepts. crosswind

correction and tracking arc as described in the APR mode
except that response to radio signals are reversed.
NOTES
When using an NSD360A or other HSl,
always set the course pointer to the inbound
front course localizer heading.
When using II DG. always set the heading bug

to the final approach heading to the airport.
The NAV mode shou ld be used when ex.ecuting

a holding pattern on the localizer to prevent
automatic glideslope coupling.
When radio receiver is tuned to a localizer

frequency. the couple r will operate with lo-
calizer (APR) dynamics in the NAV mode.
(7) Altitude Mode (ALT)

ALT mode will cause the aircraft to maintain the pressure alti-
tude present at the time of ALT engagement or at the time of
autopilot engagement if ALT has already been seJected.
9-210, 18 of 36 9-210, 18 of 36
ALT may be engaged at maximum rate of cHmb or descent. but

for passenger comfort. rate of climb or descent should be re-
duced to 1.000 feet per minute prior to ALT engagement. Cor-
rections to ALT may be made as described in the paragraph on
the Pitch Data Modifier.
(8) Attitude Mode - (ATT)

ATT mode places pitch comm,md with the pitch data modifier.
Pitch is always synchronized to the existing aircraft attitude.
When engaging the autopilot in ATT mode or when trans-
ferring the system to ATT from ALT or Go-Around modes the
aircmft will maintain its existing attitude.
VOR/LOC/RNAV APPROACHES
VOR. LOC or RNAV approach procedures are the same as
ILS approaches except glide slopc is not available. E nsure
course selector is set on the published inbound cou rse.
NOTES
VOR or RNAV approaches are prohibiTed in

the NAV mode. Use of APR mode provides the
increased sensitivity to the dev iation indicator
required fo r precise course tracking.
LOC approaches shou ld be conducted in the

NAV mode to disable automatic GIS caplUre.
The LOC frequency tuned on the navigation
receiver will provide the increased sensitivity
to the deviation indicator required for precise
course tracking.
(9) Go Around Mode - (G/A) (Flight Director only)

Go Around mode may be selected by pressing the GO Around
button anytime the pilot needs to execute a missed approach .
The autopilot will disengage, all Vertical Flight Director modes
will be cancelled (ALT, GIS). Th e late ral Flight Director
modes will be retained (LOC. VOR). The command bars will
command a nose up attitllde. and any change required to follow
the selec!(~d lateral mode.
19 of 36, 9-211 19 of 36, 9-211
CAUTION
Flight Director Autopilot versions only, are

equipped with a remote go-around switch.
When G/A mode is selected the AUTOPILOT
WILL DISCONNECT and warning horn will
sound. Pilot may use Flight Director steering
for missed approach guidance. After the air-
craft is stabilized in a proper climb with gear
and flaps up the autopilot may be re-engaged
and will retain GI A mode. Autopilot only (no
Flight Director) versions do not have a G/A
switch.
If glideslope coupling is not desired while operating on the lo-

calizer lise NAV or REV mode instead of APR mode.
(I0)Landing
Disengage the autopilot prior to landing by depressing the
autopilot disconnect switch on the pilots control wheel, or by
pressing the AP OFF switch on the Flight Controller.
NOTE
Minimum altitude for AP operation during an

approach is 200 ft. AGL.
CAUTION
When executing a Go-Around from an

approach, re-trim the aircraft prior to en-
gaging the autopilot.
(g) SPECIAL OPERATIONS AND INFORMATION

(1) Altitude Hold Operation
For best results, reduce rate of climb or descent to 1000 FPM
before engaging altitude hold mode.
9-212, 20 of 36 9-212, 20 of 36
(2) Instrument Approach Operations

Initial and/or intermediate approach seg ments s hould be
conducted at approximately 105 - 120 KIAS with the flaps
extended from 0 0 to 15 0 as desired. Upon intercept ing the glide
path or when passing the final approach fix (FAF) immediately
lower the landing gellr and reduce the power for approximately
105 - 113 KIAS on the final approach segment. Adju5t power
as necessary during remainder of approach 10 maintain correct
airspeed. Monitor course guidance information (raw data)
throughout the approach. All power changes should be of small
magnitude and smoothly applied for best tracking per-
formance. Do not cha nge llircTllfl configuration during
approach while autopilot is engaged. For approaches without
glide path coupling, adjust pitch attitude in conjunction with
power to maintain desired airspeed and descent rate.
NOTE
Flight director or autopilot will not decoup le

from the GS or localizer in the event of rad io
fa ilure, however, warnings will fla sh in the
mode appropriate to the failure. Monitor
course guidance raw data during the approach
to assure signal quality.
(3) Instrument Approach Go-Around Mnneuver (Flight Director

Vcrs ion Only)
a. Select GA mode at the remote GA switch. AUlopilot will
disconnect and warning horn will sound.
b. Add takeoff power, or power as desired.
c. Check that correct attitude and that n positive rate of climb
is indicated, then raise gear nnd flaps.
d. Pilot may hand fly aircraft with reference to flight director
steering infonuation.
e. After ai rcraft is established in climb, gear and fl aps up,
autop ilot may be re-engaged by pushing ON button on
console if flight director steering is switched ON.
f. Set desired HOG and select HDG mode for lateral
maneuvering.
21 of 36, 9-213 21 of 36, 9-213
SECTION 5 - I'ERFORMANCE
The performance of this aircraft is unchanged with the installation of the

Century 41 Automatic Flight Control System.
With the installation of the Century 41 Autopilot weight and balance

information is presented in the Equipment List and not in this Supplement.
SECTION 7 SYSTEM DESCRIPTION AND OPERATION

ON
OFF
TRIM SYSTEM MASTER SWITCH
Figure I
Trim System Master switch - Provides power for alI autotrim and
control wheel electric trim operations. and is located in the pilot's
lower sub-panel.
9-214, 22 of 36 9-214, 22 of 36
5 6
CIJITllI!T4J
8 7
MODE PROGRAMMER
Figure 3
1. Autopilot ON - OFF swi tch - Momentary rocker type switch which

engages or disengages the autopilot roll, pilch and trim servos and
lights or extinguishes autopilot (AP) annunciator, as appropriate.
2. HOG Mode Selector switch - Provides turn control and heading
hold through use of the heading 'index (bug) on the D.G. or H.S.I.
heading instrument.
3. NAV (Navigation) Mode Selector switch - Provides automatic 45 0
VOR-LOC intercept angle ; tracking and c rosswind correction.
Uti lizes the HDG bug as the VOR/LOC course reference and a
separate VOR/LOC indicator instrument for left-right infonnation
when using a D.O. or the course indicator and lcfHight needle for
reference inputs when using an H.S.I. type compasS/VOR display.
NAV mode provides automatic gain and rale reductions and bank
limiting to improve tracking performance. Se lect APR mode for
LOe and VOR approaches.
23 of 36, 9-215 23 of 36, 9-215
Figure 3 (conl)
NOTES
The HDO bug is disabled when using an H.S.I.

and NAV - APR or REV is selected, except
when using selected angle intercept feature
(Ref. Special Modes and Operations).
With a D.O., the HDO bug must be set to the

desired radio course or instrument final ap-
proach course when using NAV, APR or REV
modes.
Select desired course on HSI (or OBS and D.O.) course selector and
select NAV mode for VOR tracking.
4. APR (Approach) Mode Selector switch - Provides automatic 45 0

VOR - LOC intercept angle, tracking and crosswind correction
during instrument approach operations. DG/HSI operation and
function is identical to NAV mode. Select desired course on HSI
(or O.B.S. and D.G.) course selector and select approach mode.
5. REV (Back Course) Mode Selector switch - For usc in tracking the
LOC front course outbound, or the LOC back course inbound, or
the published VOR approach course outbound. When using an
H.S.I. display always set the course selector on the inbound front
localizer course or VOR inbound published approach course when
using REV mode. When using a D.O. the HDG bug must be set to
the direction to the airport.
6. Pitch Modifier switch - The pitch data modifier is a momentary type
switch that is used to modify either the selected attitude or altitude.
When the autopilot is engaged, automatic pitch synchronization is
provided to the attitude existing at engagement. In ATT mode,
actuation of the modifier UP or DN will cause a pitch attitude
change at a rate of 0.7 0 per second. In ALT mode, actuation of the
pitch modifier will cause an altitude change approximating 500
FPM with automatic synchronization to the new altitude at time
of release of the modifier switch.
9-216, 24 of 36 9-216, 24 of 36
Figure 3 (cont)
7. ALT (Altitude) Mode Se lector switch - Selection of ALT mode will
cause the autopilot to maintain the pressure level (altitude) at the
point of engagement. Because of t~e pitch rate control provided by
the autopilot, altitude mode may be engaged from any rate of climb
or descent, however, for maximum passenger comfort, rate of climb
or descent should be reduced to 1000 FPM or less prior to ALT
mode engagement. Changes in altitude to accommodate altimeter
setting changes may be made by simply operating the pitch modi-
fier switch in the desired direction until the desired altitude is
reached and then releasing the switch.
8. AIT (Attitude) Mode Selector switch - Provides pitch attitude
stabilization with control of the attitude by use of the pitch data
modifier switch.
GO AROUND MODE SWITCH

Figure 5
GA (Go-Around) Mode - Go-Around mode is activated by a

momentary type switch located on the left thronle lever. Acti-
vation of the GA switch causes the autopilot to switch to GA mode
for pitch but docs not alter the selected lateral mode. Flight Director
versions only are equipped with a GA switch. When GA mode is
selected. autopilot will disconnect and a warning horn will sound.
Pilot may use Flight Director Steering for missed approach
guidance. After aircraft is stabilized in a climb with gear and 'flaps
up. autopilot may be fe-engaged and will retain GA mode. Auto-
pilot only (No Flight Director) versions do not have a GA switch.
Activation of Pitch Sync, ALT Mode or Pitch Modifier switch will
disengage GA mode.
25 of 36, 9-217 25 of 36, 9-217
HOG NAV APR REV
GA ATT ALT GS
SYSTEM ANNUNCIATOR
Figure 7
I. Mode Annunciator - Displays autopilot and night director modes

and also fa ilure warnings. Manually selected mode as well as anncd
and automatic modes arc displayed.
INDICATOR FUNCTION
HOG Preselect Heading

NAV Enroutc NAV
APR Approach VOR/ILS
REV Re verse (Back Course)
GA Go-Around
AIT Attitude
ALT Altitude Hold Engaged
GS Glide Slope Engaged
AP Autopilot Engaged
FAll Fail Annunciate
AUTO TRIM Pitch Trim Fail Annunciate
9-218, 26 of 36 9-218, 26 of 36
Figure 7 (cont)
2. Light Sensor - Light intensity is controlled by a self-contained
ambient light level sensor, this feature provides optimum mode
annunciator light level for all cockpit lighting conditions.
3. Test Switch - Automated self-test program, which when activated
on the ground prior to autopi!OI engagement will test the following:
a. Validity of gyro excitation monitor.
b. Automatic trim failure monitor circuits.
c. All mode annunciator indicators.
<oj SPECIAL MODES AND OPERATIONS

(I) Olideslope (OS) Mode - The OS mode is fully automatic,
therefore, no OS engage switch is used. The OS mode may be
entered from either ATI mode or ALT mode, from above the
OS centerline or below the centerline. OS mode cannot be
enlered from OA mode.
Activation of the OS mode depends upon satisfying two sets of

conditions; completion of the ARMING sequence and the
satisfying of an equation relating to the aircraft's position rela-
tive to the OS centerline and the rate at which the aircraft is
approaching the OS centerline.
For OS mode arming. the following conditions must exist

simu ltaneously:
a. No. I NAV radio must be channelled to a localizer fre-
quency.
b. Localizer deviation must be less than 80% (i.e., less than
full scale localizer position indication).
c. Localizer flag not extended - valid LOC signal.
d. OS Flag not extended - valid OS signal.
e. System in APR mode.
r. System in either ATT or ALT mode (OS will not arm with
GA mode selected).
27 of 36, 9-219 27 of 36, 9-219
When the GS mode arming conditions arc met, the GS mode

annunciator will illuminate in conjunction with the active pitch
mode. Loss of any arming condition prior to GS capture will
cause the GS annunciator to extinguish.
GS mode activation (GS capture) is indicated by the active

pitch mode (ALT or ATI) annunciator extinguishing, leaving
only the GS annunciator lighted. Since as mode activation
results from a combination of position and rate information,
GS capture will probably occur before the GS needle centers in
such a manner that the transition on to the GS centerline will be
anticipated and therefore, very smooth.
After GS capture, loss of valid GS signal will cause the as

annunciator to flash. Also selection of HDG, NAV or REV
mode will cause GS to flash, indicating an inconsistent GS
tracking condition. APR mode must be selected while tracking
glideslope.
The GS mode may be deactivated by selection of any other

pitch mode (ATT, ALT or aA), however, automatic re-
activation is possible from any pitch mode except GA.
Since GS arm and capture arc automatic when the arming and
capture sequence is met, the GS must be locked out for holding
operations on the localizer at the L.O.M. When localizer
holding is desired, localizer tracking must be performed in
. NAV mode which will offer the same tracking dynamics as
APR mode but will inhibit GS arm and capture. When APR
clearance is received, select APR mode for completion of the
approach.
(2) Selected Angle Intercepts - On systems equipped with an

integrated heading system (HSI) selected angle intercepts
may be made during VOR or localizer intercept situations by
selecting HOG and NAV, HDG and APR, or HDG and REV,
simultaneously, as appropriate. During a selected angle inter-
cept operation, the autopilot will follow the HDG but until
reaching the computed On Course Turn Point at which time
capture is indicated by extinguishing of the HDG mode
annunciator. Selected angle intercepts of over 60 are not
recommended.
9-220, 28 of 36 9-220, 28 of 36
NOTE
If radio information becomes invalid (Flag)

afler initiation of a selected angle intercept the
appli cab le navigation mode annunciator will
flash and the autopilot wilt remain in HDG
mode. The automatic mode shift to the invalid
radio mode will not occur. Selected angle inter-
cepts are nOI available on systems equipped
with a directional gyro on ly.
(3) Control Wheel Steering Mode - The system is equipped with a

Pitch Sync switch on the pilot's control wheel. When de-
pressed and held. this switch will disengage the autopilot roll
and pilch servos to allow manual aircraft maneuvering. When
released, the servo will re-engage with the lateral (roll) mode
previously in use activated. The pitch mode previously engaged
will remnin programmed in the following condition:
II. ALT Mode - If ALT mode had been in use, the ALT mode
wi ll synchronize a! the new pressure altitude existing at
release of the CWS switch.
b. ATI Mode - If the ATT mode had been in usc, the system
will synchronize with the aircraft attitude existing at re-
lease of the switch.
c. If GA Mode had been in use - The system will revert to
ATT mode and synchronize with thc aircraft attitude
existing at release of the switch.
(4) System Test (Ground Operations Only) - The system is

equipped with a comprehensive automated se lf-test circuit
which, when activated. will test the gy ro excitat ion input
circuit, the autotrim sensing and monitor circuit and all the
annunciator lamps. Activlltion of the test switch will initiate
the complete system test only when the au topilot is not en-
gaged. When autopilot is engaged, activation of the test switch
will test the annunciator lamps. The test sequence requires
approximately 20 seconds for completion. If the lIutopilot is
engaged or if the switch is released during the lest sequence, the
sequence will terminate immediately. Refer to Section 4 -
Normal Procedures for tests mquired before flight.
29 of 36, 9-221 29 of 36, 9-221
(5) WARNING System and Interlocks - The Century 41 System

includes a number of automatic interlocks that will prevent
system operation or individual mode operation if the input in-
formation is not valid or if other prerequisite conditions do not
exist. In addition to the interlocks, the system will anJ:lunciate
various failure conditions as advisory infomlation for the pilot.
The following is II brief description of the interlocks lind warn-
ings provided:
a. INTERLOCKS
I. Autop ilot engagement is inhibited unless an excitation
signal is being provided by the auitude gyro.
2. Selection of ALT mode is inhibited if the system alti-
tude information is unreliable or if the entire system
has not been powered for approximately 3 minutes to
allow stabilization of the altitude source.
3. During Dual Mode (se lected angle) intercepts, if the
navigation information ' becomes invalid the appro-
priate NAV/APR/REV annunciator will fla sh and
automatic mode switching from HDG to the coupled
navigation mode wi ll be inhibited.
b. WARNINGS
I. Low Voltage - When the aircraft bus voltage falls
below the minimum required for reliable system func-
li on, any mode annunciator not a lready ON will
flash.
2. Attitude Gyro Excitation - Absence of valid gyro
excitation will cause the autopilot to disengage and
the AP and FAIL annunciators to flash. The autopilot
cannot be fe-engaged until this condition is corrected.
3. AP Disengagement - Anytime the autopilot is dis-
engaged the AP annunciator will flash for approxi-
mately 5 seconds, and a hom will sound then remain
OFF.
4. Navigation Information Invalid - The appropriate
nav igation mode annunciator will flash when selected
and invalid navigation signals are present (NAV Flag
in view). Additionally, the appropriate navigation
mode annunciator (NAV/A PR/REV) will flash
during a dual mode intercept if invalid navigation
information is present.
9-222, 30 of 36 9-222, 30 of 36
5. GS Information Invalid The GS annunciator will

flash when GS information (GS Flag in view) is invalid
after the GS mode is active or when HDG, NAV or
REV mode is selected after OS capture .
. If valid GS information is not availab le during the

aiming sequence, the system will not arm and OS
capture will not occur.
6. Autotrim Failure - When the autopilot is engaged and
the autotrim malfunction monitor detects a trim
failure. the trim servo will disengage and the Autotrim
and FAIL annunciators flash.
When the autopilot is engaged and trim system power

is available. the Autotrim annunciator will be ex
tinguished. If trim power is lost during AP operation
the autotrim annunciator will flash and the trim servo
will be disengaget1.
(b) INSTRUMENTS
STANDARD THREEINCH AIRDRIVEN

ATTITUDE INDICATOR GYRO
Figure 9
31 of 36, 9-223 31 of 36, 9-223
NSD 360A COMPASS SYSTEM

Figure 11
I. NSD 360A Compass System (shown) - For details of any other

compass system. refer to manufacturer's infonnation.
2. GIS Indicator with Flag Alann.
3. Slaving Meter - Oscillation of needle indicates that compass is
s laved to magnelic flux delcctor. Needle maintained in either
extreme position for morc. than 23 minutes indicates system
failure.
NOTE
NSD 360A System includes a slaving selector

swi tch allowing the selection of free gyro mode.
Refer to Section 3 - Emergency Procedures for
failure instructions.
9-224, 32 of 36 9-224, 32 of 36
Figure II (cant)
4. VORLOC Bearin g Selector Course Need le and Omni Dearing
Indicator.
5. Left-right portion of VQRLOC Course Needle.
6. HDG index (bug) for autopilot or flight director HOG control.
7. Compass card.
8. . HDG Control Knob - Push in to cage instnlment for initial compass
setting (NSD 360A).
9. VOR Course Needle Set Knob (O.B.S.).
SINGLE-CUE FLIGHT DIRECTOR INSTRUMENT (A .O.l.)

Figure 13
I. Optional flight di rector instrument (AD.l.) prov id ing singlecue

type steering display.
2. Steering Command Bar Raises and lowers for pitch commands
and tilts [0 indicate bank direction and amount.
33 of 36, 9-225 33 of 36, 9-225
Figure 13 (cant)
3. Miniature Airplane (Delta Symbol) Operate aircraft controls to
cause aircraft to pitch or bank as necessary to position inside
steering bars in order to satisfy compu ted sleering commands.
4. Miniature airplane elevation knob.
3 4
DDUBLECUE FLIGHT DIRECTOR INSTRUMENT (A.D.!.)
Figure 15
1. Optional flight director instrument (A.D.I.) providing cross poiliter

(doublecue) steering display.
2. Vertical steering bar providing roll steering. To satisfy command.
maneuver aircraft to keep vertical bar centered.
3. Horizontal steering bar providing pitch steering. To satisfy
command. maneuver aircraft to keep horizontal bar centered.
9-226, 34 of 36 9-226, 34 of 36
Figure 15 (cont)
4. Miniature aircraft elevation adjust.
5. Flight director OFF switch to remove sleering presentation from
view during autopilot operation, if desired.
NOTE
Double-cue A.D.L utilizes a remote flight di-

rector ON-OFF switch located on the instru-
ment panel in close proximity to the A.D.I.
DOUBLE-CUE FOUR-INCH CROSS-POINTER

FLIGHT DIRECTOR INDICATOR (A.D.I.)
Figure [7
I. OPTIONAL 4" Cross Pointer (double-cue) flight director instru-

ment (A.D.I.).
2. Horizontal steering bar providing pilch s teering. To satisfy
command, maneuver aircraft to keep horizontal bar centered.
35 of 36, 9-227 35 of 36, 9-227
Figure 17 (cont)
3. Miniature aircraft elevation adjust.
4. Flight director OFF switch 10 remove steering presentation from
view during aUlOpilol operation, if desired.
NOTE
Double-cue A.D.L utilizes II remote flight di-

rector ON-OFF switch located on the instru-
ment panel in close proximity to the A.D.L
5. Raw Data Glideslope Repeater Indicator Needle (2) (visible only

with valid as signal).
6. Expanded Localizer Indicator (5'SO localizer offset for full scale)
(visible only with valid localizer signal).
7. Incl inometer for slip - skid indil.:ation.
8. D.H. (Decision Height) annunciators for use with radio nltimetcr.
9-228, 36 of 36 9-228, 36 of 36

AND
SUPPLEMENT NO. 18
FOR
THE BENDIX RDR160XD AND RDR-230HP
COLOR WEATHER RADAR
SECTION 1 - GENERAL
This supplement must be Ilttached to the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the Bendix: RDR-160XD,
or RDR230HP Color Weather Radar is installed per the Equipment List.
The information con tained herein supplements or supersedes the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual
only in those areas listed herein. For limitations, procedures and per-
formance informat ion not contained in this supplement, consult the basic
Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.
FAA APPROVED~;o<:,
d,,~===,-==,=~~=-..:....=-_____
~ROMPLER
D.O.A. NO. SO2
LAKELAND, FLORIDA
1 of 6, 9-229 1 of 6, 9-229
The RDR-160XD, or RDR-230HP Color Weather Radar, which is

mounted in the center instrument panel, is used to detect significant enroute
weather formations within a range of 240 nautical miles to preclude unde-
sirable penetration of heavy weather and its usually associated turbulence.
The weather radar system consists ora receiver/transmitter antenna and a
color indicator. Power for the system is provided by the airplane's 28-volt
system. Sec Figure I for the system controls of the RDR- 160XD and
RDR230HP systems. Internally generated range marks appear as evenly
spaced concentric circles on the display to assist in deternlining range to the
weather target. Track function is used to assist in determining weather
azimuth bearing targets. A secondary objective of the weather radar system
is gathering and presenting terrain data.
SECfION 2 LIMITATIONS
(a) Do not o~rate radar within 15 feet of ground personnel or con-

tainers holding nammable or explosive material.
(b) Do not operate radar during fueling operations.
(c) When Bendix Check li st Control Unit, is installed the material dis-
played on the color radar indicator is not approved. Consult the
Pilot's Operating Handbook for all approved data.
There arc no change!> to the Emergency Procedures Section with this

equipment ~nstalled.
(al PREFLIGHT TEST

(I) Function Switch TEST. Allow 2 minutes warm-up.
(2) Mode Buttons - Wx.
(3) Hold/Scan Bunon SCAN
(4) TILT Control _ +40
(5) Brt Control - AS REQUIRED
9-230, 2 of 6 9-230, 2 of 6
(6) Self-Test - CHECK. Four equally spaced range marks should

appear. no displayed "noise" and three distinct color levels
should appear, red, green, yellow. Strobe line should smoothly
sweep fu ll 90.
a. Hold/Scan Button - HOLD. Strobe line should disappear
and test pattern should "freez.e" on indicator.
b. Mode DUllons - Wx A. Test pallcrn red shou ld pulse on
indicator.
c. Function Switch - On. Transmitter on.
d. Tilt Control- VARY between 0 and 15. Close in ground
clutier appears at lower tilt settings and any local moisture
laden weather appears at higher lilt settings.
(b) FUNCTION OF CONTROL OR DISPLAY
FUNCTION SWITCH
OFF - Primary power is removed from the system.
SBY - Places syslem in operational ready status, Use during
warm-up and in-flight periods when the system is not in
use.
TEST - Displays test panern used to determine normal operation
of the radar system. No radar energy is transmitted in the
test mode.
Check list and Nnv functions remnin opernble in the test
mode.
ON - Power is nppJied to the system. Radar energy is tran s-
mitted, except in the FLT LOG and NAV modes.
BRTCONTROL
Adjust brightness of the display to accommodate varying cockpit
lighting.
MODE BUTTONS
Wx - Selects the weather mode when pressed, Wx appears in
lower left corner of display.
WxA - Selects weather alert mode when pressed. TIle red area of
the display flashes when this mode is selected.
MAP - Selects ground mapping mode whe n pressed.
3 of 6, 9-231 3 of 6, 9-231
NAY BUTTONS
PenTlits superimposing of Nav information over the active mode.
NOTE
The Nav mode is operational only when a Re-

mote Computer Unit is connected with opera-
tional Nav equipment. If a Remote Computer
and Nav system is not connected, the words
No Nav will be displayed in the lower left
corner when the NAY buttonis depressed.
FLIGHT LOG BUTTON

Flight log information stored in the optional Nav programmer is
displayed.
NOTE
The FIt. Log mode is operational only when a

Remote Computer Unit is connected with
operational Nav equipment. If a Remote
Computer and Nav System is not connected
the words No Log will be displayed in the lower
left corner when the Flight Log button is de-
pressed.
RANGE BUTTONS
Clears the screen and advances the display to the next higher range
each time the button is depressed, until the maximum range is
reached. Subsequently, the decrease range button must be de-
pressed in order to select a lower range.
The selected range is displayed in blue in the upper right corner of

the screen adjacent to the top range mark. The distance from the
apex of the display to each of the other range marks is also annun-
ciated at the right 'end of each mark.
9-232, 4 of 6 9-232, 4 of 6
IMC~
n"'SH~S IN INDICATES INoIC""lS
CIJRSo~ HOlD SHEcno IlANOI WIliN 'UNCTION
,-o5111ON CDflOIliON ... ooi SUICIIO SWlIC H IS
:;"~!~NES~
CoNf~Ol
Oiom~_ ' ''=C~-~''''
~~';'l,.-~~:Z:'~''~'~O~'~';''D
;;";o,-.;:- b..
A ,""__ f- .. '- !.~ "' . .-.. '-- """"
..... O... R UCflVtR
G... IN CDflIADl
,, ... " " --r -- - IMCKCU~SoR

'~ESS 10 SHECI
! r1__ ~~':';:'11rf!~t:=('VTTDfI ,-051110"101
'~[SS 10 ~IL[ CI
I- 'USS 10
/lElA/" 015' .........
NI"""E~ "'URT 11l-.._-tlr- MOICl E ......u
~OOf 1:10 ...1U1
~O 11f(:"'~AlI'
' AUS'O SUl CI
l~DU " o M ~'I'IN(j ro
-,
'/1. . . . . 0
' 00, - PRESS 10 ofCIIE... SE

"~,
,.u
" DlC""U ...w ~
IUf!ONI'fIISSEO ( . +~:.:, ' - . . ..
. .....; " ."
:~:~~:~:~
ICIIOHS ...."IICH I~'''' -~fo :' [,i::~;~t;
""!';'1 '. ..,,,,. ~,,~a,
lOC~11;G ' ...WI. / LEU . !IIOII' USloO .... ,. WIl'M
USEOO"l' .... IH PAUS 10 MOVf OPIION"'l fOUI'", IN I
0'"0" ... l EQUI '''' ~N'
I~ "'CK CUASO A 10ISP ......,.5 U, 10 lEN ' ,U)!
''''''V PlUS WlAlllfRI I'flOO~ ... "' ... EO w... .,.I'OINU,
RDR160XD/230HP COLOR WEATHER RADAR

Figure I
TILT CONTROL
Permits pos itio ning the antenna beam up o r down within the
max imum limits of +150 to _150 from the horizontal of 0.
TRACK BUITONS
When pressed, a yellow track line extending from the apex of the
display through the top range mark appears and moves either right
or left to a maximum of 30 from center, depending upon the button
depressed, The differenlial hearing is indicated in yellow numerals
in ' lhe upper left corner of the screen. The track line and re\;uive
bearing display disappears approximately 15 seconds after the
TRACK button is relensed.
5 of 6, 9-233 5 of 6, 9-233
GAIN CONTROL
Permits adjusting the radar receiver gain in the terrain MAP mode
only.
NOTE
In the Test function as well as in all weather

modes the receiver gain is preset, thus no ad-
justment is required.
HOLD BUTION
Inhibits normal display update of weather, terrain mapping or
navigation data. The last image presented before pressing the
HOLD button is retained until the button is pressed again. In this
mode the word HOLD flashes on and off in the upper left corner
of the screen as a reminder that no new data is being presented.
However, the antenna continues to scan in order that an accurate
and instant update can occu r the moment HOLD is deactivated.
The static display during HOLD will continue until the HOLD
bulton is pressed a second time or until power is removed from the
system. A change in range selection during HOLD resulls in a
blank screen.
(c) NORMAL OPERATION

(I) Function Switch - STBY. Allow 2 minutes warm-up.
(2) Gain Control - GAIN. Adjust manual gain as required.
- Wx. For contour mode of operation.
(3) Function Switch AS REQUIRED.
(4) Brt Control AS REQUIRED.
(5) Mode Button AS REQUIRED.
(6) Hold/Scan Bulton - AS REQUIRED.
(7) Tilt Control - AS REQUIRED.
(8) Flight Log - AS REQUIRED.
Installation of the RDR-J60XD or RDR-230HP Color Weather Radar

docs not affect the basic performance information presented in Section 5 of
this handbook.
9-234, 6 of 6 9-234, 6 of 6

AND
SUPPLEMENT NO. 19
FOR
FCS-870 AFCS WITH FLIGHT DIRECTOR INSTALLATION
SECTION 1 GENERAL

and FAA Approved Airplane Flight Manual when the FCS-870 with the
FC-872 Flight Controller is installed per the Equipment List. The infor-
FAA APPROVED d~
~ROMPL
R
D.O.A. NO. SO-2
LAKELAND, FLORIDA
1 of 30, 9-235 1 of 30, 9-235
ABBR.EVIATIONS
ALT Altitude
AP Autopilot
APPR Approach
ARM ARM (Activation of Automatic Glideslope
Capture)
ATT Attitude
BC Back Course
CPLD Coupled
CRS Course
FD Flight Director
GA Go Around
GS Glide Slope
HDG Heading
HSI Horizontal Situation Indicator
NAV Navigation
DESCRIPTION
The Bendix FCS 870 Flight Control System is a three axis autopilot
deriving guidance from a computer amplifier which combines pitch, roll,
heading, altitude and navigational inputs into computed pitch and roll
steering commands as presented on the Director Horizon Indicator. These
commands may be satisfied by manual control of the aircraft or by autopilot
inputs from the computer amplifier.
Yaw information is supplied directly to the computer amplifier which

provides yaw damping and turn coordination anytime the autopilot is
engaged. An option is provided to allow yaw damper engagement without
engagement of the autopilot. The yaw damper is entirely independent of the
flight director and may be used with or without the flight director being
engaged.
Electric trim is also provided as a part of the FCS 870 System. When the
autopilot is engaged, the system provides automatic pitch/trim synchroni
zation obtaining its inputs from the computer amplifier. With the autopilot
disengaged, the pilot has the capability of lIsing the manual electric trim to
alleviate any elevator control forces.
9-236, 2 of 30 9-236, 2 of 30
(a) Maximum airspeed for autopilot operation is 219 KIAS. Above

12,000 ft. reduce this speed by 2.6 knots per 1,000 feet.
(b) The pilot must remain in the pilol's seat with seat belt fas tened
during autopilot operations.
(c) Do not manually override autopi lot to produce or prevent attitude
changes.
(d) Au topilot and yaw damper must be orf for takeoff and landing.
(e) Conduct manual electric e levator trim preflight check prior to
operating the system in flight.
(f) Do not engage autopilot if the aircraft is oul of trim .
(g) Yaw damper must be disengaged when using the autopilot with an
inoperative pilol's tum and bank.
(h) AUlopilot attitude command limits
pilch 20"
roll 22"
(i) Instrumcm approaches in the NAV mode arc not approved.
U) Max;m"m flap d,flW;on foc "nopBo! opemnon ;, 15".
(k) Placards:
Location Pilot's control wheel, left horn:
(TRIM INTERRUPT)
(AlP DISC)
(SYNC)
DN
TRIM
UP
. Left throttle lever - GO AROUND
EMERGENCY PROCEDURES CHECKLISTS
(a) Autopilot Servo Hardovcr

(I) Control Wheel, Rudder Pedals - OVERPOWER to prevent
further deviation.
(2) Trim InlerrupuAulopilot Disconnect Switch - PUSH
(3) AlP Circui t Breaker - PULL.
NOTE
When overpowering the pitch servo, the

autotrim system will run after approximately 3
seconds in a direction to oppose the overpower
force thereby increasing the force to overpower
as function of time and airspeed.
(b) Autopilot Auto Trim Failure

(1) Control Wheel - GRASP firmly to stop pitch deviation.
(2) Trim Interrupti Autopilot Disconnect Switch - DEPRESS.
CAUTION
Elevator out of trim forces, may be en-

countered after disconnecting the autopilot.
(3) Aircraft Elevator Trim - MANUALLY RETRIM

(4) NP Circuit Breaker- PULL.
(c) Manual Electric Trim Malfunction

(1) Control Wheel- GRASP firmly to stop pitch deviation.
(2) Trim Interrupti Autopilot Disconnect Switch - DEPRESS and
HOLD.
WARNING
If an autopilotltrim malfunction has occurred,
do not reengage the autopilot until corrective
service action has been accomplished on the
system.
(d) Engine Failure During Autopilot Operation

(\) Trim InterruptiAutopiiot Disconnect Switch - DEPRESS.
(2) Engine Securing Procedures - ACCOMPLISH per Emergency
Procedures Section 3 of POH.
(3) Aileron/Rudder Trim - MANUALLY ADJUST.
(4) Autopilot - ENGAGED, reselect modes as desired.
9-238, 4 of 30 9-238, 4 of 30
AMPLIFIED EMERGENCY PROCEDURES
(a) AutopilOi Servo Hardover

An autop il ot servo hardovcr occ urs when a se rvo funs uncom-
manded to its maximum authority, This Iype of malfunction is
recognizable by the aircraft deviating from a pre-programmed flight
path in either pitch, roll or yaw depending on which axis malfunc-
tioned. Should this type of malfunction be observed or suspected
the au topilot should be immedintely disconnected.
(b) Autopilot Trim Failure

A n autopilot autOlrim failure occ urs when the elevator trim motor
runs uncommanded nose-up or fails to fun when commanded to do
so. Shou ld either of these malfunctions occ ur, the autopilot trim
monitor system will disable the elevator trim servo and the TRIM-
FA IL annunciator (located on the autopilot mode annunciator)
will nash.
This Iype of fa ilure should not result in an immediate p itc h

deviation; however, as ai rspe ed and configuration changes are
made. deg raded autopilot performance may be observed in the
pitch axis d ue to the out of trim force.
Should the TRIMFAIL annunciator illum inate and/or degraded

autopilot performance is observed or suspected, the autopilot
should be immediately d isconnected. Prior to disconnecting the
autopilot, the control wheel shou ld be finnly grasped in order to
prevent pi tch excursions caused by elevator ou t of trim forces.
(c) Manual Electric Trim Malfunction

A manual electric tri m malfunction occurs when the elevator trim
motor nms uncommanded wilh the autopilot disengaged. This type
of malfunction is initially recognized by the elevato r trim wheel
running uncommanded. Upon this occurance the pilot shou ld
firm ly grasp the conlrol whecl to prevcnl further pitch excursions
nod immedintcly depress and hold thc trim interrupt switch. The
e lcctric trim ci rc uit brCilker shou ld then be pulled, and not reset
until correct ive service action has been taken. The aircraft will then
need 10 be manually trimmed.
5 of 30, 9-239 5 of 30, 9-239
(d) Engine Fuilure During Autopilot Operation

An engine failure during autopilot operation will, in most cases
generate a lateral/ directional trim requirement in excess of the
autopi lot's capabilities resulting in degraded autopilot performance
or, in most cases, a deviation in roll and yaw.
If un engine failure occurs. the autopilot should be disconnected

immediately, the engine secured and the aircraft retrimllled. The ,
autopilot may then be reengaged with modes selected as desired.
(e) Autopilot Over Power Forces

In an emergency situation the autopilot may be overpowered in all
three axes. The maximum overpower forces (determined during
flight tests) are as follows:
Roll 21 Ibs.
Pitch 3 1 Ibs. (See Note)
Yaw 65 Ibs.
NOTE
This force represents the initial overpower

force of the pitch servo. After approximately 3
seco nds the autotrim system will run in a
direction to oppose the overpower force there
by increasing the overpower force as a function
of time and airspeed.
(f) Maximum Altitude Loss During an Autopilot Pitch Malfunction

Climb Cruise and Descent 450 ft.
Coupled Approach 100 f1.
Coup led Single Engine Approach 200 f1.
Maneuvering 300 ft.
(g) AutopilotlTrim Disengagement

The following actions will cause the autopilot to disengage:
(I) Trim Interrupt/Autopilot Disconnect Switch (control wheel)
DEPRESS.
(2) NP Engage Switch OFF.
(3) FD/AP Master Switch OFF.
(4) GoAround Switch (left throttle) 'DEPRESS (yaw damper
remains engaged).
(5) Manual Electric Trim Switch (control wheel) - ACfIVATE.
(6) AlPFID Circuit Breaker (pilots panel) PULL.
9-240, 6 of 30 9-240, 6 of 30
The following conditions will automatically discngage the auto-

pilot:
(I) Autopilot Power Failure
The following will cause individual autopilot servos to disengage:

(I) Depressing the sync. switch on the pilot's control wheel
disengages the elevator servo.
(2) Activation of the yaw switch will disengage the yaw servo.
The following actions will disarm the manual electric trim switch:
(I) Autopilot Master Switch - OFF.
(3) Trim Interrupt/Autopilot Disconnect Switch - DEPRESS and
HOLD.
NORMAL PROCEDURES CHECKLIST
(a) Manual Electric Elevator Trim Preflight Check

(I) Aircraft Power - ON.
(2) Electric Trim Circuil Breaker -IN.
(3) FD/AP Switch - ON.
(4) Manual Electric Trim Switch - CHECK.
a. Activate left side of switch - no trimming action. Sonalert
will sound and the TRIM FAIL annunciator wi ll flash.
b, Activate right side of switch - no trimming action. Sonalert
win sound and the TRIM FAIL annunciator will flash.
(S) Manual Electric Trim Override - CHECKED; operate the
manual electric trim and assure that the elevator trim wheel can
be overpowered,
(6) Elevator Trim System - CHECK manual operation.
(7) Elevator Trim System - SET for takeoff.
WARNING
If actuation of either half of the manual electric

trim switch causes a trimming action the
manual electric trim is not approved for use in
flight.
7 of 30, 9-241 7 of 30, 9-241
(b) Before TakcolT

(I) Aircraft Battery Switch - ON.
(2) Circuit Breakers - SET.
(3) AP/FD Switch - ON.
(4) Director Horizon Indicator - GYRO ERECT.
(5) HSI Warning Flags - OUT OF VIEW and HSI slaving.
(6) AlP Press to Test Button - DEPRESS. All modes on A l P
annunciator panel should light.
(7) Flight Director Button (on fljght controller) - DEPRESS,
the FO and ATT annunciators should light and the FD
command bars should come into view.
(8) PLX Knob - ADJUST to IIlign Command Bars with
symbolic aircraft.
(9) Mode Annunciator - CHECK, DEPRESS HOG, NAV, BC,
ALT, OS and APPR buttons (one at a time) and verify
respective annunciator illumination.
(10) GIA Button - DEPRESS, (on outboard side of left hand
throttle) command bars should command a wings level ny up
command of 6, GA annunciator should illuminate.
(II) Pitch Sync. - DEPRESS, PD command bars should sync
with aircraft reference.
(12) AlP Switch - ENGAGE; AP, ATT and YAW (optional)
annunciators should light.
NOTE
The autopilot will not engage if the electric

power source is too low. If this occurs increase
RPM on either engine and re-check the auto-
pilot engagement.
(13) HOG Button - DEPRESS. rotate the heading bug to either

side of the lubber line. The FD command bars (if installed)
should command a bank in the direction of the selec ted
heading. The control wheel should rotate in the direction of
the selected heading.
(14) Auto Trim - CHECK; depress sync button on control wheel,
center control in pitch column and release sync button. Move
the control column forward. Note that the trim wheel rotates
(after a 4 second delay) in a nose-up direction. Repeat,
moving the control column aft; note trim will run nose-dOWn.
9-242, 8 of 30 9-242, 8 of 30
(15) Vertical Trim Switch With elev ator trim in a neutral

position and the autopilot engaged press thc vertical trim
sw itch in the nose-down di rection. Verify that the trim wheel
rotates noscdown after a 4 second delay. Depress the sync
bUllon and note that the trimming action stops. Repeat the
above procedure in the nose-up direction.
(16) Manual Overpower CHECK; apply manual overpowe r
force to the controls in each axis. Opposition should be felt
and the controls should be able to be overpowered.
(17) AlP Disengagement - CHECK; (using manual-electric trim)
activate manual electric trim switch in either II nose-up or
nosedown direction. Trim will run in the desired direction,
the autopilot will disengage, sonalert will sound and AlP
annuncintor will flash. Re-cngage A lP. Repeat procedure
trimming in the opposite direction.
(18) AlP Disc Switch - CHECK; engnge AlP. depress AlP
disc switch, AlP annunciator should flash, sonaler! will
sound. TRIM FAIL light will illuminate . AlP will disen-
gage. Verify AlP disengagement by checking the flight
controls for freedom of movement.
(19) Manual Electric Trim Wheel - CHECK for freedom of
movement.
(20) Yaw Damper (opt ional) - ENGAGE, yaw annunciato r
should light. check for rudder pedal opposition. Depress yaw
switch, yaw annunciator should extinguish, rudder pedals
should have normal opposition 10 overpower forces.
(21) Trim - CHECK. retrim aircraft for takeoff.
CAUTION
When making turns up 10 90. the Horizon

Indicator will indicate a bank of 3 to 50 due
to gyro precession. The gyro will erect at a rate
of approximately 10 per minute. Turns of 1800
will indicate a bank and a pitch error on the
Horizon Indicator with the same erection rate.
(c) Engaging the Autopilot

Manually adjust the aircraft trim to a wings level attitude prior to
engaging the autopilot. Move the AlP switch on the flighl
contro ller to the engage posit ion. The AP, ATT, and YAW
(opt ional) annunciators will light. When engaging the autopilot the
pilch synchrophaser will ilutomnticnJ1y stabilize the aircruft in the
pitCh attitude existing at the lime of engagement.
9 of 30, 9-243 9 of 30, 9-243
(I) Autopilot/Yaw Damper (optional) Mode

a. Trim Master Switch ON.
b. AP Switch - ENGAGE
The AP and YAW DAMP switches are electrically interlocked. The

yaw switch is automatically engagcd with the AP switch. AP and
yaw annunciators will iIIuminafe. The yaw switch however may be
activated independently of the AP switch.
(2) Attitude (An) Mode

When the FCS-870 is initially engaged, the system will be in the
basic altitude mode. The ATT and optional YAW annuncia-
tors will be lit. The aircraft will attain a wings-level attitude and
maintain the pitch attitude that ex.ists at the time of engage-
ment. The pitch sync button may be used to maneuver the air-
craft and can be used to cancel other pilCh modes to return to
the basic ATT mode. This annunciator is provided as a
reminder that pitch is uncoupled from the navigmion inputs. In
addition to initial engagement, this can occur when modes arc
cancelled by manual action or by various interlocks.
(3) Altitude (ALT) Mode

The altitude mode may be cngaged by pressing the ALT sw itch
on the flight contro ller. This connects the FCS 870 to a
barometric pressure altitude controller. The aircraft will be
controlled to the reference altitude that ex.isted at the time of
ALT engagement. It should be noted that the pressure altitude
controller docs not receive its information from the pilot's
. altimeter but from the computer amplifier. Therefore, small
errors may appear betwccn Ihc altitude where the ALT mode is
cngagcd and the altitude that the airc raft will level 10 and
maintain. This is caused by the computer amplifier leveling the
aircraft at the pressure that existed in the pressure altitude
controller at the time of ALT engagement regardless of what
the pilot's altimeter was indicating at the time of engagement.
Altitude hold may be engaged at any rate of climb or descent,
but for minimum altitude overshoot the vertical speed should
be reduced to 500 FPM or less prior to engaging the ALT mode.
Altitude hold is automatically disengaged when any other
vertical mode is selected.
9-244, 10 of 30 9-244, 10 of 30
NOTE
The autopilot maintains the aircraft at the

selected altitude by changing the pitch attitude
of the aircraft. The human pilot must maintain
power settings to assure a safe airspeed.
CAUTION
Rapid power changes may cause undesireable

momentary porpoising in pitch. Monitor auto-
pilot performance when the airspeed is being
changed rapidly while altitude hold is engaged.
(4) Heading (HDG) Mode

This mode will introduce a computed bank command to
intercept and hold a preselected heading. The HDG mode is
operated by positioning the heading bug on the HSI to the
desired heading and momentarily depressing the HDG button
of the flight controller. The HDG annunciatOl' will illuminate
and the aircraft will turn in the direction of the shortest turn to
the selected heading. For heading changes greater than 10 the
aircraft will bank and maintain a bank of approximately 22.
For heading changes less than 10 the aircraft will bank 10 for
each degree of heading change selected. When a new heading is
desired, rotate the heading bug to the new heading. The FeS
870 will provide the commands and signals necessary to track
the new selected heading. It is recommended that the heading
bug not lead the aircraft heading by more than 150 0 to
eliminate any shallow entries into the turn. If the autopilot is
disengaged and the flight director (if installed) is selected, the
flight director command bars will display the correct bank
angles to intercept and maintain the desired heading. The
aircraft would be manually t10wn to satisfy the command bars.
The heading mode may be disengaged manually by
momentarily depressing the HDG button on the flight
controller. The heading mode would also be disengaged
automatically when the autopilot goes into the NAV capture
mode, approach capture mode or back course capture mode.
(5) Navigation (NAV) Mode

The means for proper usc of the NAV mode are described
below. Two operations are described, the variable intercept
angle and the fixed intercept angle.
11 of 30, 9-245 11 of 30, 9-245
Vuriuble Intercept Angle

a. Tune the No.1 NAV receiver to the desired frequency and
identify.
b. Set the desired course to or from the station by turning the
course knob to position the course arrow on the HSI.
c. Select the desired intercept heading by rotating the heading
bug on the HSI to the desired heading. Depress HDG
switch on flight controller if HDG is not illuminated on
annunciator.
d. Depress the NAV switch on the flight controller. If the
course deviation needle is fully deflected the HDG
annunciator will remain lit and the NAV annunciator will
light. The aircraft will track the HOG bug as long as the
HDG annunciator'remains lit. When the course deviation
needle decreases one dot from full deflection, the HDG
annunciator will extinguish and the NAV annunciator will
remain lit. The FCS-870 will now operate in the NAV
mode, capturing and tracking the VOR course,
compensating for any crosswind condition.
Fixed Intercept Angle

a. Disengage HDG mode if engaged.
b. Tune No. 1 NAV receiver to the desired frequency and
identify.
c. Set the desired course to or from the station by turning the
course knob to position the course arrow on the HSI.
d. Depress the NAV switch on the flight controller. The NAV
annuncintor will illuminate and the aircraft will turn to a
heading to intercept the selected course at a 45 angle when
the course deviation needle has full deflection. The inter
cept angle may be less than 45 degrees when the course de-
viation needle is at less than full scale deflection at the time
the NAV switch was depressed.
WARNING
The NAV mode wiJI continue to provide

apparently usable command signals when the
NAV flag is in view. There will be no change to
the mode annunciator. However, the NAV
mode is unreliable when the NAV flag is in view
on the HSI.
9-246, 12 of 30 9-246, 12 of 30
NOTE
If the VOR course selected is less than 120

degrees from the aircraft heading when the
NAV mode is selected. the aircraft will turn
toward the selected VOR course. At angles of
120 degrees or greater the aircraft will turn
away from the selected VOR course and
continue to turn through the larger angle until a
proper intercept angle is established.
(6) Approach (APPR) Mode

The APPR mode increases deviation bar sensitivity for more
precise tracking required during an instrument approach and
provides usual roll lind pitch commands on the HSI 10 capture
track precision ILS (LOC and Glide slope) beams. Or non-
preCision VOR orRNAV radials. Lateral and vertical deviation
can be monitored on the HSI. Either a fixed or variable
intercept angle may be used 10 intcrcept the final approach
course in the same manner as described under NAV mode.
ILS Front Course Approach .(Variable Intercept Angle)

a. Nav I receiver - tune to localizer frequency.
b. Selected localizer - identify.
c. Course pointer set to published inbound heading.
d. Heading bug - set to desired intercept heading or to the
heading directed by approach control.
e. HOG Button - Depress. Observe that thc HOG annun-
. ciator illuminates. The aircraft will turn to the selected
heading.
f. APPR Button - Depress. Observe APPR ARM annun-
ciator illuminates to indicate the automatic approach
capture function is armed. HOG mode is retained to
allow response to approach control vectors.
NOTE
Satisfactory 60 0 localizer intercepts have been

conducted at speeds up to 180 KIAS. Upon
intercepting the final approach course it is
recommended that the remainder of the
approach be conducted til speeds between 100
and 160KIAS.
13 of 30, 9-247 13 of 30, 9-247
AUlomutic Glide Slope C~lpluJ'e

The automatic glide slope mode is initiated when the following
conditions are met:
a. Autopilot is in APPR mode.
b. ILS frequency selected.
c. RNAV not coupled.
d. Localizer beam is captured.
e. Aircraft is below the glide slope beam for 20 seconds.
If all these conditions are satisfied, the G.S. arm annunciator

will be illuminated after the APPR has been selected on the
flight controller. When the aircraft reaches beam center, the
arm annunciator will extinguish. The G.S. annunciator will
remain illuminated. If the alt mode was previously engaged, it
w ill be cancelled.
Manual Glide Slope Capture

Manual glide slope cannot be engaged when the G.S. needle
deflection is in excess of half-scale deflection on the HSI. Then
the G.S. button is depressed, G.S. will illuminate and the glide
slope mode will engage. The PCS 870 will give appropriate
commands to follow the glide slope beam.
WARNING
While in the APPR mode the aircraft will
continue to fly apparently usable command
signals with NAY warning flags in view, and
annunciators will remain illuminated however,
APPR mode is unreliable when the NAY
warning flag is in view.
NOTE
The GIS will disengage while flying the ILS by

selecting ALT, actuation of pitch rocker switch,
or by depressing GA or pitch sync.
9-248, 14 of 30 9-248, 14 of 30
Back Course Approach (Variable Intercept Angle)

a. NAV I receiver - Tune to localizer frequency.
b. Selected - localizer - identify.
c. Course pointer - set to published inbound front course
heading.
d. Heading Bug- set to desired intercept heading.
e. HDG button - depress. Observe HDG annunciator
illuminates. HSI will command turn to selected heading.
f. B/C button - depress. The HDG annunciator will remain
lit and the B/C annunciator will light.
Either a fixed or variable intercept angle may be used to inter-

cept the final approach course in the same manner as described
in the NAV mode.
The autopilot will follow the HDO bug as long as HDG

annunciator remains lit. The HDO annunciator will go out
when the course deviation needle decreases one dot from full
deflection, and the system will operate in the B/C mode.
Descent may be accomplished with autopilot coupled by using

the pitch command switch located on the flight controller.
CAUTION
When flying a back course approach that

incorporates a glide slope signal, OS must be
manually selected when the OS needle has less
than half scale deflection on the HSI. The
automatic capture feature of the OS is
electronically locked out during a back course
approach.
NOTE
It is recommended that heading bug be set

under the lubber line when locnlizer is being
tracked. And HDO mode be used when flying
over the transmitter, due to the larger
deviations encountered when flying over the
localizer transmitter.
15 of 30, 9-249 15 of 30, 9-249
VOR/LOC/RNAV Appronches
VOR, LOC or RNAV approach procedures are the same as ILS
approaches except glide slope is not available. Ensure course
pointer is set on published inbound course.
NOTE
VOR or RNAV approaches are prohibited in

the NAV mode. Use of APPR mode provides
the increased sensitivity to the deviation
indicator required for precise course tracking.
Go Around
Go around may be selected by pressing the Go around button
located on the outboard side of the left throttle when in the
APPR or BC modes. Pressing the GA switch will disengage the
autopilot and cancel the GS or ALT modes. If the optional
flight director is on, a preset nose-up pitch attitude will be
displayed on the flight director command bars.' APPR or BC
will continue to be displayed on the autopilot annunciator and
the GA annunciator will light. If a missed approach heading
is selected and HDG mode is selected the Flight Director will
command a turn to the selected heading in a pitch up attitude.
Movement of the pitch command rocker switch, pressing the
pitch sync button or aIt button or re-engaging the autopilot
wi11 disengage the GA mode.
NOTE
Disengagement of the autopilot by actuation of

the GA button, will cause the AP light to flash
and the sonalert to sound. Actuation of the
Trim InterruptI Autopilot Disconnect switch
will cancel the AP light.
Landing
Disengage the autopilot prior to landing by depressing the
autopilot disconnect switch on the pilot's control wheel, or by
moving the AP engage switch to OFF, on the Flight Controller.
9-250, 16 of 30 9-250, 16 of 30
NOTES
Minimum altitude for AP operation during nn

approach is 200 FT AGL.
Go around mode may be selected by pressing

the Go around button any time the pilot needs
to execute a missed approach. The autopilot
will disengage, all Vertical Flight Director
modes will be cancelled (ALT, GA). The
lateral Flight Director modes will be retained
(LOC. VOR). The command bars will com-
mand a noseup altitude . and any lateral
change required to follow the selected mode.
CAUTION
When executing a go llround from an approach

rct rim the aircraft prior to engaging the
autopilot.
The pcrformHncc of this llircraft is unchungcd with the installation of the

FCS 870 Automatic Flight Control System.
SECTION 6 - WEIGHT AND BALANCE
With the installation of the FeS 870 the weight and balance information
is presented in the Equipment List and not in this Supplement.
17 of 30, 9-251 17 of 30, 9-251
SECTION 7 ~ SYSTEM DESCRIPTION AND OI)ERATION
D1I-84I DIRECTOR HORIZON INDICATOR
ROll
AIRCRAFT
ReFERENCE
:~~~,.,..~~\_ AnlTUDE
INDEX
PITCH
ATTITUDE
INDEX
BAR
BAR
REFERENCE
ADJUST
The Director Horizon indicator displays aircraft attitude by means of a

gyro horizon and a symbolic aircraft. Computcd stcering commands are
displayed by (lttitude Comm(lnd Bars located behind the aircraft reference.
During. Flight Director operation the aircraft is maneuvered to match

the wings of the aircraft reference to the altitude command bars. The bars
move vertically to display pitch commands and differentially to display roll
commands.
9-252, 18 of 30 9-252, 18 of 30
INDICATOR FUNCTION
Attitude-Horizon The Attitude-Horizon displays the actual pitch

and roll aHitude and moves with respect to the
aircraft reference.
Aircraft Reference The Aircraft Reference serves as 1\ stationary

symbol of the aircraft. Pitch and roll attitudes
are displayed by the relationship of the aircraft
reference and the movable Attitude-Horizon.
Roll Attitude Index The aClUal roll altitude is displayed by position

of movable reference marks on the Altitude-
Horizon in relation to the fixed index.
Command Bars Combined roll and pilch steering commands of

the particular mode selected arc displayed by
the command bars. To satisfy commands.
maneuver the aircraft to align the aircraft
reference with the movable Command Bars.
When Command Bars are not desired, they
may be biased out of view by pressing the FD
button on the Flight Contro1\er. The Director
Horizon will then function sOlely as an attitude
reference indicator.
19 of 30, 9-253 19 of 30, 9-253
IN83t AND INS8t HORIZONTAL SITUATION INDICATORS

IN831
NAVFlA,G
(WARNING) HOG FLAG
(WARNING)
COURSE POINTER
AZIMUTH TOFROM
MARKING INDICATOR
GUDE COMPASS CARD

SLOPE
DEVIATION
POINTER COURSE
DEVIATION
GS FLAG (WARNINGI SCALE
GLIDE
SLOPE COURSE
DEVIATION DEVIATION
SCALE BAR
COURSE
SELECTOR HEADING SELECTOR
KNOB KNOB
IN8S1
COURSE POINTER
TOFROM
INDICATOR
GLIDE
SLOPE
DEVIATION
POINTER COURSe
GliDE
SLOPE -_-Ll
DEVIATION
l-.....:::r:::..-...;;r.,...""=EIhol~L_uOEVIATION
SCALE
COURSE
SCALE DEVIATION
BAR
COMPASS CARD
COURSE HEADING SELECTOR

SELECTOR KNOB
KNOB
9-254, 20 of 30 9-254, 20 of 30
The Horizontal Situation Indicator (HSI) presents a pictorial

presentation of the aircraft displacement relative to VOR radial s. localizer,
and glideslope beam. It also gives heading reference with respect to magnetic
north. The indicator is integrally lighted.
INDICATOR FUNCTION
Compass Card Rotates with the aircraft throughout 360

degrees. Displays actual magnetic heading.
Lubber Line Fixed at fore position.

Marking
Azimuth Markings Fixed at 45 degree bearings.
Heading Bug and Heading Bug is positioned on compass card by

Heading Knob Heading Knob to select and display preselect
compass heading - rotates with compass card.
Heading knob se ts reference for autopilot
commands in heading mode of operation.
Course Pointer and Course poimer is positioned on compass card

Course Knob by CRS knob 10 select and display VOR or
localizer selected courses, rotates with compasS
card. Course pointer sets reference in VOR or
localizer modes of operation.
Course Deviation Compositely displays both angular and lateral

B" displacement from VOR or localizer beam
center.
Course Deviation Serves as displacement reference points for

Scale Course Deviation Bar.
To-From Indicator Indicates to or from VOR radial. Oul of view

when using localizer.
Glide Slope Displays displacement from Glide Slope beam

Deviation Pointer center (out of view when GS is OFF).
Glide Slope Serves as displacement reference points for

Deviation Scale Glide Slope Pointer,
21 of 30, 9-255 21 of 30, 9-255
INDICATOR FUNCTION
Selector Switch Selects mode of operation for the Horizontal

Situation Indicator.
RNAVLight Indicates unit is working in conjunction with an

RNAV system.
WarningHDO Indicates power off or directional gyro inopera-

Flag tive heading data unusable.
Warning NAV Flag Indicates power off or VOR/LOC receiver

signal invalid lateral deviation data unusable.
Warning OS-Off Indicates power off or OS receiver signal

Flag invalid glide slope deviation data unusable.
NOTE
HSD-880 has no OS flag. OS pointer is biased

out-of-view when OS signal is invalid.
9-256, 22 of 30 9-256, 22 of 30
FI.IGliT CONTROLLER
OIM
@
ENG ON
A
P
BBEJJ
The FC-872 Flight Controller provides the controls for engaging modes
and operating the au topilot and Fl ight Director. The lighting of the Fli ght
Controller panel and buuoos is controlled by the instrument panel lighting
dimmer.
NOTE
The FD buuon and the PLX knob (Ire operable

only on installations having a Fli ght DireClOr.
INDICATOR FUNCTION
Off-Engage Switch When the AP switch i s moved to the ENG

(AP Switch) pos ition, the AP annunciator wi ll light and the
autopilot will engage. Power will be applied to
all servos and the aircraft will be controlled by
FeS 870. The aircraft will stabilize at the pilch
attitude exi sting at the time of engagement. The
yaw servo will engage and the yaw annunciator
will light on systems having the yaw damper
installed. Moving the AP switch downward will
disengnge the autopilot nnd remove powe r
from the servos.
NOTE
AP ENG is spring loaded and will return to

center position, after selecting engage, when se-
lecting off it will remain in the off position until
manually set in the cenier position.
23 of 30, 9-257 23 of 30, 9-257
INDICATOR FUNCTION
PLX (Paralax) The Flight Director commands are set for best
Knob angle-of-view with the PLX knob.
Test Button Pressing the Test Button will cause all

annunciator lights to illuminate at full
intensity, indicating fntegrity of the
annunciator lamps. The Test Button will not
affect any FCS 870 modes.
HOG (Heading) Pressing the HOG Button produces a HOG

Button annunciation and commands the aircraft to
acquire the heading selected by the heading bug
of the HSI. The HDG knob of the HSI may be
employed to initiate a turn to a new heading.
Pitch Command The Pitch Command controls the pitch attitude

of the aircraft. The Pitch Command is spring"
loaded to return to the center position upon
release. Movement from the center position
will cancel GS, ALT or GA modes. The pitch
angle is proportional to the length of time the
pitch command is held in position. The aircraft
will retain the newly acquired pitch attitude
when the pitch command is released.
NAV Button Pressing the NAV button produces NAV

annunciation and commands the aircraft to
intercept and track a preselected VOR radial.
The VOR course is selected by rotating the
CRS knob of the HSI.
APPR (Approach) Pressing the APPR button lights the APPR

Button Annunciator and commands the aircraft to
intercept and track the ILS inbound course or
VOR course. The CRS knob on the HSI is set
to the published inbound heading for an ILS or
VOR approach.
9-258, 24 of 30 9-258, 24 of 30
INDICATOR FUNCTION
B/C (Back Course) Pressing th e B/C button will illuminate the

Button B/C annunciator. Indicating a bac k cou rse
approach. The eRS arrow on the HSI must be
set to the published local izer fronl course
jnbound head ing.
as (Glide Slope) In normal use, the Glide Slope mode anns and
BUllon engages automatically. When as is armed, the
mode annuncialor displays OS arm. AI beam
capture arm will extingu ish . Glide S lope may
be manually engaged by pre ssing the GS button
when the OS pointer is wi th in half scale on the
HSI. Mnnual as may be activated in"noy mode
except Go-around. The OS annunciator will
illuminate whenever Glide S lope mode is
engaged.
FD (Flight Pressing the F D button will illuminate the FD

Director) Bunon ann unciator and will present the commands on
the Director Horizon.
ALT (Altitude) Pressi ng the ALT bullon will li ght the ALT
Bunon annunciator and will engage the altitude hold
mode.
D im K nob The Dim Knob controls the display intensity of

the MA872 mode annunciator.
25 of 30, 9-259 25 of 30, 9-259
MA871 MODE ANNUNCIATOR
., AP
YAW
HOG
ALT
NAV
GS
APPR
ARM GA
B/C
'
FO ATT TRIM - FAIL
The MA-872 mode annunciate displays autopilot and Flight Director

modes and also failure warnings. Manually selected modes as well as armed
and automatic modes are displayed. The brightness of the display is
controlled by the dim knob on the Flight Controller. The Test Button on the
Flight Controller may be used to assure lamp integrity.
INDICATOR FUNCTION
AP Autopilot Engaged
AP (Flashing) Autopilot Disengaged
YAW Yaw Damper Engaged
HDG Preselect Heading
NAV Enroute NAV
APPR Approach VOR/ILS
B/C Back Cours.e LOC
GSARM Glide Slope Arm (Auto)
GS Glide Slope Engaged
ALT Altitude Hold Engaged
TRIM Pitch Axis Out of Trim
TRIM-FAIL Pitch Trim Failed
FD Flight Director ON
GA Go Around
ATT* Attitude
*This indicates that either roll or pitch is operating uncoupled from
navigational inputs.
9-260, 26 of 30 9-260, 26 of 30
Controls and Indicators
The following switches are mounted on the pilot's control wheel grips:
Manual Electric Trim Switch

Momentarily operating either section of the switch will
disengage the roll and pitch servos. To operate manual
electric trim, both sections of the switch must be moved
in the desired direction. Operating both sections will
disengage roll and pitch, and will actuate the trim servo
as long as the switch is held.
Warning - Self Test

Holding only one section of the trim switch in either
direction for more than one second will produce an
audible warning, but trim wheel will not rotate. Fail
annunciator will light whenever the audible warning is
sounding.
Pitch Sync
Whenever the autopilot is controlling the aircraft,
pressing and holding the sync button located on the
pilot's control wheel will disengage the pitch axis and
allow the pilot to manuaIly adjust the aircraft pitch
attitude. When the sync button is released, the pitch
axis will reengage and the autopilot will maintain the
new attitude. The Sync button will cancel OS, ALT or
OA modes. While the Sync button is pressed, manual
electric trim or manual trim, may be operated without
disengaging the autopilot.
When engaging the autopilot, the synchronizer will

stabilize the aircraft at the pitch attitude existing at the
time of engagement.,
Trim InterruptJAP Disc

Operation of the Trim Interrupt/AP Disc switch will
disengage all AP servos, cause the sonalert to sound
and the AP annunciator to flash. Depressing and
holding the switch will also inhibit operation of the
elevator trim.
27 of 30, 9-261 27 of 30, 9-261
Go Around (GA) (Located on the left throHle)

Go around may be engaged by pressing the Go Around
button located on the throttle quadrant when in the
APPR or B/C mode. Pressing the button causes the
GA annunciator to appear. The GA mode will cancel
the GS or ALT modes, and provide a fixed nose-up
altitude while retaining the Localizer. APPR
annunciator or BI C annunciator will remain on. If a
missed approach heading is selected and HDG button
pressed, the HOG annunciator will be on and the air-
craft will turn to the selected heading while remaining
in the GA mode. The GA mode can be cancelled b!
pressing ALT, pressing SYNC. or actuating pitch
command.
AlP MASTER SWITCH PANEL

_
Slaving Meter -i~I);)~=;=;;;;;--:-~:r-Fast S lave Button

o
Slaving Selector
Switch
o.
Slewing Switch fit,~--+AP Master Switch
Slaving Meter
The meter indicntes the difference between the heading
displayed on the compass card and the magnetic
heading. Right (+) deflection indicates a clockwise
error on the compass card. Left (-) deflection indicates
a counterclockwise error. Whenever the airplane is in .
a turn and the compass card rotates, the meter will
show a full deflection to one side or the other.
9-262, 28 of 30 REVISED: MAY 4, 1990 9-262, 28 of 30 REVISED: MAY 4, 1990
NOTE
During level flight it is normal for the meter

needle to continuously move from side to side
and to be fully deflected during a turn. If the
needle stays fully deflected during level flight,
use the free gyro mode to center it.
Fast Slave Button

Depressing the button increases the rate at which the
gyro will be slaving.
Slaving Selector Switch

Allows the HSI to be slaved through a flux detector or
to operate freely.
AP/FD Master Switch

Controls power to all AP and FD modes.
Slewing Switch
Allows the compass card to be slewed to the left or
right when the staving switch is in the free position.
29 of 30, 9-263 29 of 30, 9-263
9-264, 30 of 30 9-264, 30 of 30
TABLE OF CONTENTS
SECTION 10
OPERATING TIPS
Paragraph Page
No. No.
) O. ) General..... ... ...................... ........................... ............................... 10-1

10.3 Operating Tips ...................................................................... :..... 10-1

10-i 10-i
PA-31-325, NAVAJO C/R OPERATING TIPS PA-31-325, NAVAJO C/R OPERATING TIPS
SECTION 10
OPERATING TIPS
10.1 GENERAL
This section provides operating tips of particular value in the operation

of the Navajo C/R.
10.3 OPERATING TIPS
(a) Before slarli ng the engine. c heck that all radi o sw itches, light
switches, and the pitO( heat switch arc in Ihe off position so as not
10 create an electrical overload when the st,uler is engaged.
(b) To aid cold weather start usc a normal starting procedure but leave
the mixture full rich and crank the engine with a fuel flow
indication of 6 GPH. Use a prehcatcr if available, 10 reduce engine
wear, at very low temperatures.
(c) The rudder pedals nrc suspended from a torque tube which extends
across the fuselage. The pilot should become familiar with the
proper positioning of his feCI on the rudder pedals so as to avoid
interference with the torque tube when moving the rudder pedals
or operating the toe brakes.
(d) The shape of the wing fuel tanks is such that in certain maneuvers
the fuel may move away from the tank outlet. If the outlet is
uncovered, the fuel flow will be interrupted and a temporary loss
of power may result. Pilots can prevent inadvertcnt uncovering of
the out let by having adequate fuel in the tank selected and
aV,oiding maneuvers which could result in uncovering the outlet.
Normal and running turning takeoffs are not to be made when the
inb oa rd tanks arc less than one-quarter full as fuel flow
interruption may occur. Only the inboard tanks may be used for
takeoff. Outboard tanks <lfe for coordinnted level flight only ami
may never be used for tukeoff.
OPERATING TIPS PA-31-325, NAVAJO C/R OPERATING TIPS PA-31-325, NAVAJO C/R
Prolonged slips 01' skids of 30 seconds or Jllore, in any pitch

attitude or other unusual or abrupt maneuvers which could cause
uncovering of the fuel outlet must be avoided when outboard tanks
are being used or when inboard tanks are less than one-quarter full.
(e) Always determine landing gear position by checking the gear.

position lights.
(f) Do not use fuel crossfeed to compensate for an inoperative

emergency fuel pump.
(g) The engines are equipped with a dynamic counterweight system

and must be operated accordingly. Use a smooth, steady
movement (avoid rapid opening and closing) of the throttle.
(h) All fuel pumps should be on for takeoffs and landings.
(i) A high indication on the fuel flow indicator is a possible sign of

restricted fuel nozzles.
(j) When an open circuit breaker is discovered, reset the breaker. If it

pops again, allow a cooling off period of two to five minutes before
attempting to reset it again.
(k) For a smooth comfortable ride for your passengers a 2400 RPM or
lower engine speed is recommended for cruise.
(I) [n extreme turbulence reduce power settings to obtain design

maneuvering speed. (See Section 2 - Limitations for correct
speeds.)
(m) Strobe lights should not be operating when flying through cloud,
fog or haze, since the reflected light can produce spatial
disorientation. Strobe lights should not be used in close proximity
to the ground such as during taxiing, takeoff or landing.
(n) Pilots who fly above 10,000 feet should be aware of the need for
special physiological training. Appropriate training is available at
approximately twenty-three Air Force Bases throughout the
United States for a small fee. The training is free at the NASA
Center in Houston and at the FAA Aeronautical Center in
Oklahoma.
PA-31-325, NAVAJO C/R OPERATING TIPS PA-31-325, NAVAJO C/R OPERATING TIPS
Forms_to be completed )Physiological Training Application and

Agreement) for application for the training course may be obtained by
writing to the following address:
Chief of Physiological Training, AAC143

FAA Aeronautical Center
P.O. Box 25082
Oklahoma City, Oklahoma 73125
It is recommended that all pilots who plan to fly above 10,000 feet
take this training before flying this high and then take refresher
training every two or three years.
(0) To reduce flap opcrnting loads, it is desirable to have the airplane

at a speed s lower than the maximum al lowable before extending
the naps.
(p) If a single engine landing is necessary, a check should be performed

to determine whether or not the hydraulic pump is functioning for
normal gear extension. This check is accomplished by placing the
landing gear control in the "UP" position with the gear retracted. If
the hydraulic pump is functioning, pressure will return the handle
to the neutral position. This test shou ld be performed before
entering the traffic pattern so that there win be time to pump the
gear down with the hand pump if the hydraulic is inoperable.
(q) In an effort to avoid accidents, pilots should obtain and study the
safety related information made available in FAA publications
such as regulations, advisory circulars, Aviation News, AIM, and
safety aids.
(r) Experience has shown that the training advantage gained by

pulling a mixture control or turning off the fuel to s imulate engine
failure at low altitude is not worth the risk assumed. Therefore, it is
recommended that instead of using either of these procedures to
simula te los$ of power at low altitude, the throttle be retarded
slowly to idle position. Fust reduction of power Illuy be hannful to
the eng ine.

PA 31 325 Navajo CR Pilot's Operating

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

PA 31 325 Navajo CR Pilot's Operating

Uploaded by

Copyright:

Available Formats

NAVAJO C/R

REFERENCE ONLY PA-31-325

EXTREME CARE MUST BE EXERCISED TO UMITTHE \JSEOF

REPORT: LK-1207 REPORT: LK-1207

ORIGINAL PAGES ISSUED ORIGINAL PAGES ISSUED

REPORT: LK-1207 REPORT: LK-1207

Current Revisions to the PA31 325 Navajo C/R Pilot's Operating

Revision FAA Approval

Rev. 1 1-4 Added fuel additive info.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. I (cont) 8-10 Corrected spelling.

Rev. 3 2-i Revised Index

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 3 (cont) 4-21 Revised para. 4.29.

Rev. 4 2-1 Revised para. 2.1.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 4 (cont) 6-50 Revised item 321 to 317.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 4 (cont) 7-33 Revised callouts.

Rev. 5 11 Revised Warning.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 5 (cont) 3-3 Revised Heading Title.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 5 (cont) 5-9 Revised List of Figures.

Rev. 6 2-i Added new para. 2.12.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 6 (cont) 5-26a New pg.; added new

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 6 (cont) 6-62a Relocated item 456 from

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 6 (cont) 7-60 Revised para. 7.53; moved

Rev. 7 iii Revised para.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 7 (cont) 7-2 Relocated para. 7.3 info. to

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approval

Rev. 7 (cont) 763 Revised para. 7.57.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approved

Rev.7(cont) 9~25 Revised Section I.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approved

Rev. 8 vii Revised Section 10 title.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approved

Rev. 8 (cont) 7-19 Revised para. 7.17.

REPORT: LK-1207 REPORT: LK-1207

Revision FAA Approved Revision FAA Approved

Rev. 11 3-i Revised TOC. Rev. 11 3-i Revised TOC.

REPORT: LK-1207 REPORT: LK-1207

SECTION 3 EMERGENCY PROCEDURES

SECTION 4 NORMAL PROCEDURES

SECTIONS WEIGHT AND BALANCE