Pa31t Om

Aircraft Operation Manual
Piper Cheyenne I, IA, II, IIXL
PA31T
Piper Cheyenne
I, IA, II and IIXL
Add-On for Microsoft Flight Simulator X
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photocopied, translated or reduced to any electronic medium or machine legible form, neither completely nor in part,
without the previous written consent of AEROSOFT. THE SOFTWARE IS FURNISHED AS IS AND IT DOES NOT COME FUR-
NISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES EVERY RESPONSIBILITY FOR CONTINGENT
MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT SHOULD ARISE, USING THIS SOFTWARE.
Copyright 2006 AEROSOFT All rights reserved.
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Aerosoft GmbH
Lindberghring 12
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www.aerosoft.com
For flight simulation use only Page 3

TABLE OF CONTENTS
TABLE OF CONTENTS................................................................................................ 4
INTRODUCTION........................................................................................................ 5
CONFIGURATION...................................................................................................... 7
BASICS OF OPERATION........................................................................................... 11
FREQUENTLY ASKED QUESTIONS (FAQ)............................................................... 14
GENERAL DATA...................................................................................................... 15
Abbrevations and Terminology...................................................................... 17
INSTRUMENT PANELS............................................................................................. 22
INSTRUMENT PANELS - Views........................................................................ 23
INSTRUMENT PANELS - Panel navigation by clickspots:............................... 27
INSTRUMENT PANELS - Overview.................................................................. 29
Primary Instruments - Pilot panel.................................................................. 35
Engine instruments......................................................................................... 39
Secondary instruments - Pilot panel.............................................................. 40
Cockpit Instruments - Copilot panel.............................................................. 42
Environmental Controls - Copilot.................................................................. 46
AUTOMATED FLIGHT............................................................................................. 50
BENDIX-KING AVIONICS SUITE (RADIOS).............................................................. 64
TRIMBLE 2000 APPROACH PLUS GPS.................................................................... 77
PRESSURIZATION SYSTEM...................................................................................... 82
TCAS (with digital VSI only)................................................................................... 85
Flight Tutorial......................................................................................................... 88
Page 4 For flight simulation use only

INTRODUCTION
Thank you for purchasing the Piper Cheyenne by Digital Aviation and Aerosoft.
We hope that you will have as much fun with it as we had while creating it. For
many years, the Cheyenne series of business aircraft was one of the most suc-
cessful for Piper. It started in the mid sixties, when Piper decided to redesign its
pressurized model Navajo to accommodate propeller turbines as propulsion.
On August 29th 1969 the prototype took off for his maiden flight, but it took
almost another five years until the first production aircraft went into service. The
control surfaces and flight controls had to be reworked several times, because
the higher speeds were a strain to the cell. Furthermore, a flooding of Pipers pro-
duction facility in Lock Haven delayed deliveries.
On October 22nd 1973, the maiden flight of the first production aircraft Piper
Cheyenne PA31T took place powered by two Pratt&Whitney PT6A-28s engines,
developing 620hp each. When Piper expanded the family in 1978 with a de-
creased variant (PT6A-11, 500hp), they renamed the initial aircraft in Cheyenne
II and the new variant became Cheyenne I. Improvements like more power,
redesigned cowlings and a new interior lead to the Cheyenne IA. In addition to
that, Piper stretched the Cheyenne II and built in a fourth cabin window. Equip-
ped with PT6A-135s (750hp) engines and an increased MTOW by 180kg/400lb
this variant became the Cheyenne IIXL. In total, 823 Cheyennes had been
built, 526 Cheyenne and Cheyenne II, 215 Cheyenne I and IA, and 82 IIXL, when
the production was discontinued in the mid eighties. Even twenty years later, the
PA31T models have an excellent reputation for being spacious, uncomplicated
and reliable aircraft and therefore enjoy great popularity.
Our add-on features all four mentioned variants, each in three liveries from dif-
ferent countries. All models possess a highly detailed 2D-panel with various view
options, a completely functional 3D cockpit with virtual cabin, two different
sound sets and of course a true to the original model with many ground objects,
like Ground Power Unit, towing equipment, chock blocks and pylons. The in-

strumentation is an exact rendition of its real counterparts, based on the Silver

Crown Plus avionics suite by Bendix-King. Autopilot is either the KFC250 or the
KFC300 by Bendix-King, depending on the model you choose. The pressurization
controllers are models by Dukes and Garret. A configuration program is provided
to help with individual settings.
And now we wish you many pleasant hours with our Piper Cheyenne Add-On for
theMicrosoft Flight Simulator.

CONFIGURATION
The Piper Cheyenne can be fully configured using the supplied configuration
manager. The configuration manager is opened from inside the aircraft by us-
ing the key combination SHIFT-7:
5 14
6
15
7
8 16
9
10 17
11 13
12
18
1 2 3 4

Saving your settings
Your configuration settings may be either saved to disk using the SAVE button
(3) or applied to the currently loaded aircraft only, using the button EXIT (4).
When using the SAVE option, the aircraft CFG file of the selected aircraft will be
also updated, to pertain the changes for the next time you start Microsoft Flight
Simulator. Using the button DEFAULT all configuration options are reverted to
their default values, while RANDOM (2) creates a random aircraft loading.
Options
The OPTIONS section in the upper left part of the configuration manager offers
some advanced configuration options:
5: Cold and Dark

Loads the aircraft in a cold & dark configuration next time. All systems are
off, and you may work through the complete startup procedure.
6: Show yoke in VC
Selecting this option displays the yoke in the virtual cockpit also. You may
want to deselect this option to get easier access to some switches near the
yoke.
7: Show analogue VSI (no TCAS)
Selecting this option displays an analogue vertical speed indicator instead of
the default digital one. In this case no TCAS is available.
8: Show HSI 3D objects in VC
Deselecting this option displays the HSI as a 2D object instead of a 3D object
in the virtual cockpit. This may increase performance on low-end systems.
Also, it may be necessary when adding a third-party HSI instead of the su-
pllied one.
9: Show Radar 3D objects in VC
Deselecting this option displays the radar as a 2D object instead of a 3D ob-
ject in the virtual cockpit. This is necessary if you want to add a third-party
weather radar at this place.
10: Active Noise Reduction (ANR) Sound Set
When using the ANR sound set, the internal engine sound is greatly muffled,
as the pilot would hear it while wearing Active Noise Reduction (ANR) head-

phones. Almost all pilots wear these or similar headphones today in order to
protect their hearing and ease communication over the radios. It is very rare
to see these aircraft flown without the pilot and passengers wearing head-
phones.
NOTE: After changing the sound set the aircraft needs to be manually reloaded.
Weight and Balance
The Weight and Balance section (11-13) offers the possibility to individually con-
figure the loading and seating of the aircraft. The forward and aft baggage
compartments may be loaded in steps of 10 lbs., and different crew members and
passengers may be placed in any available seat:
Children: 60 lbs.
Women: 135 lbs.
Men: 170 lbs.
Please note that for the pilot and copilot seats, only men or women may be se-
lected.
A detailed weights listing (18) is displayed just below the load editor. If the load-
ing is within limits, the TOTAL WEIGHT value is displayed in green. Overweights
are displayed in red.
Sounds volume

Four sliders are available to individually configure different portions of the

sound set:
14: Ambient sounds volume

Adjusts the volume level for click sounds and other background noises
15: Avionics sounds volume

Sets the volume level for aural alerts and warnings
16: Engines sounds volume

Configures the volume level of the engine startup
17: TCAS
Adjusts the volume level for the TCAS TA and RA sounds

BASICS OF OPERATION
Panel operation
Microsoft Flight Simulator traditionally depends heavily upon mouse actions to

operate buttons, switches and knobs. Sometimes, click spots may not be 100%
intuitive, or the result of your action may depend upon clicking with the left or
right mouse button at the correct location. When familiarizing yourself with the
panel, it is suggested that you turn on tool tips. These tips will then appear
when you hold your cursor over the various click spots, and the tips will describe
what each click spot is for. Tool tips can be activated under the FS menu under
Options / Settings / General.
The Piper Cheyenne uses a consistent, standardized approach to operate the dif-
ferent controls in the aircraft panels. Following is an overview about these meth-
ods to interact with the controls in the 2D and 3D panels:
Push buttons: Left or right-click to operate these buttons on/off.

Guarded buttons: Guarded buttons require two steps: First, right-click to open
or close the guard covering the control. Second, left-click to operate the button
underneath. The cursor will show a solid hand.
Multi-position switches: Multi-position switches have more than one position,

and may be turned left/down or up/right. Left-click to move the switch to the left
or down, and right-click of right/up movement.

NOTE: You can always use your mouse wheel to operate a multi-position switch.
Knobs with one level: Knobs are rotated left/right, or may be rotated completely
around. Left-click to rotate the knob to the left, and right-click to rotate the knob
to the right anywhere in the click spot. The cursor will be an unfilled hand.
+ +
Some knobs also allow rotating them in larger steps. One example is the heading
bug, which may be rotated in steps of 1 or 10 degrees left or right. In this case the
cursor changes to a hand with + or - in it. When the cursor shows a -, the
knob will rotate to the left, while a + will rotate it to the right. Left-clicks will
rotate in low increments, while right-clicks will rotate in high increments.
hi lo +
Knobs with two levels: Some instruments contain knobs with an inner and an
outer ring. In this case, the click area is further divided into a left and a right
part. Clicks in the left half of the click spot rotate the outer knob, while the
right half adjusts the inner knob. Note that the operation rules for one-level
knobs still apply.
NOTE: You can always use your mouse wheel to rotate a knob.

Aircraft model operation
Several hotkeys are available to operate animated parts of the external model
and the virtual cabin. Plase note that you need to assign keystrokes to some of
these functions in order to execute the animation. Keystrokes can be assigned via
the Assignments menu option in the OPTIONS => ASSIGNMENTS menu in MS
Flight Simulator.
Main passenger door: SHIFT-E (Standard key for doors in Flight Simulator)
Front baggage door: Wings fold/unfold
Aft baggage door: Tail hook extend/retract
Desks in virtual cabin: Click on a desk to fold/unfold it
External objects: Chocks, external power unit, tow bar etc. will
appear when the following conditions are met:
parking brake set
Prop controls: STOP
Engines OFF

FREQUENTLY ASKED QUESTIONS (FAQ)
VOR/GPS Switch operation:

As soon as the NAV1 radio is tuned to a valid ILS frequency, the VOR/GPS switch
changes to VOR and the autopilot to NAV ARM mode. If a valid ILS frequency is
in range, the autopilot will follow its localizer beam. Valid ILS frequencies are
between 108.10 and 111.95 and the decimal part starts with an odd digit: 108.10,
108.15, 108.30, 108.35, 108.50, ..., 108.95, 109.10, 109.15, ..., 111.95
Engine Start
You need to follow the engine start procedure as described (see PDF on your CD-
ROM). CTRL-E will not work.
Panel and cabin lights (virtual cabin)

Due to limitations in Microsoft Flight Simulator, the panel instruments light and
the virtual cabin light are tied together. They cant be operated independently.
Autopilot and flight director operation

Activation of the autopilot requires the flight director to be active. Always check
that you have turned on the flight director before activating the autopilot.
Trimble GPS airports, navaids and waypoints selection

Display of available airports, navaids and waypoints in the GPS is restricted to a
2000nm radius around your aircraft position.
Trimble GPS keyboard entry mode
If keyboard commands dont seem to work at all, make sure SCROLL LOCK is
switched off, because all keyboard inputs will be intercepted by the GPS as long
as SCROLL LOCK IS ON.
Cold & Dark state

After loading in cold & dark state, wait some time for all engine instruments to
show zero before you begin any startup procedures. We strongly suggest load-
ing the Cheyenne from the default Trike over Friday Harbour situation every
time!

GENERAL DATA
Power plants
Cheyenne I Cheyenne IA Cheyenne II Cheyenne IIXL
Number of engines 2
Manufacturer Pratt & Whitney (UACL)
Model number PT6A-11s PT6A-28s PT6A-135s
Rated Horsepower 500 PS 620 PS
Propeller Speed 2200 rpm 2200 rpm 1900 rpm
Dry weight 317 lbs. 323 lbs.
Propeller
Number of propellers 2
Manufacturer Hartzell
Blade Model T-10173-B-8 T-10173-K-8 T-10173-HB-8 T-10178-B-8R
T-10173-B-8
Number of Blades 3
Diameter (Inch) 93 inch
Propeller Type Hydraulically operated, constant speed, full feathering, reversible
Fuel
Capacity
without tip tanks 308 gal.
with tip tanks 374 gal.
Usable fuel
without tip tanks 300 gal.
with Tip Tanks 366 gal.
Fuel grade Jet A

Weights
Ramp Weight 8750 lbs. 9050 lbs. 9540 lbs.
Standard Empty Weight 5110 lbs. 4976 lbs. 5874 lbs.
Maximum Useful Load 3640 lbs. 4074 lbs. 4053 lbs.
Max. Takoff Weight 8700 lbs. 9000 lbs. 9474 lbs.
Max. Landing Weight 8700 lbs. 9000 lbs.
Max. Zero Fuel Weight 7200 lbs. 7600 lbs.
Max. Weight in forward bag-
300 lbs.
gage compartment
Max. Weight in aft baggage
200 lbs.
compartment

Abbrevations and Terminology
(a) General Airspeed Terminology
CAS Calibrated Airspeed means the indicated speed of an aircraft,

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

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

airspeed indicator when corrected for instrument error. IAS
values published in this manual assume zero instrument error.
KIAS Indicated Airspeed, expressed in Knots.
M Mach Speed (Mach Number) is the ratio of true airspeed to

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

sturbed air which is the CAS corrected for altitude, temperatu-
re and compressibility.
VA Maneuvering Speed is the maximum speed at which applicati-

on of full available aerodynamic control will not overstress the
airplane.
VFE Maximum Flap Extended Speed is the highest speed permissib-

le with wing flaps in a prescribed, extended position.

VLE Maximum Landing Gear Extended Speedis the maximum

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

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

which the airplane is directionally controllable as determined
in accordance with Federal Aviation Regulations.
V Maximum Operating Speed is the speed limit that may not be

mo/Mmo
deliberately exceeded in normal flight operations. V is ex-
pressed in Knots and M in mach number
VNO Maximum Structural Cruising Speed is the speed that should

not be exceeded except in smooth air and then only with cau-
tion.
VS Stall Speed or the minimum steady flight speed at which the

airplane is controllable.
VSO Stall Speed or the minimum steady flight speed at which the
airplane is controllable in landing configuration.
VSSE Intentional One Engine Inoperative Speed is the minimum

speed selected by the manufacturer for intentionally rende-
ring one engine inoperative in flight for pilot training.
VX 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:

(1) The air is a dry perfect gas;
(2) The temperature at sea level is 15C (59F)
(3) The pressure at sea level is 29.92 inches (1013.2 mb).
(4) The temperature gradient from sea level to the altitude
at which the temperature is -56.5C (-69.7F) is -0.00198C
(-0.003564F) per foot and zero above that altitude.
OAT Outside Air Temperature is the free air static temperature ob-
tained either from in flight temperature indications or ground
meteorological sources, adjusted for instrument error and
compressibility effects.
IPA Indicated Pressure Altitude is the number actually read from

an altimeter when the barometric subscale has been set to
29.92 inches of mercury (1013.2 millibars).
SP Station Pressure is the actual atmospheric pressure at field ele-

vation.
Wind The wind velocities recorded as variables on the charts of this

manual are to be understood as the headwind or tailwind
components of the reported winds.
(c) Power Terminology
Takeoff Power Maximum power permissible during takeoff.
Maximum Con- Maximum power permissible continuously during takeoff,

tinuous Power one engine inoperative and emergency operations only.
Maximum Maximum power permissible during climb (Maximum normal

Climb Power operating power).

Maximum Maximum power permissible during cruise (Maximum normal

Cruise Power operating power).
Maximum Nor- Maximum power permissible continuously during all normal

mal Operating operations.
Power
(d) Engine Controls and Instruments
Power Control The lever which modulates engine power from reverse thrust
Lever through takeoff power.
Propeller Con- The lever which requests a propeller governor to maintain

trol Lever propeller rpm at a selected value or feathers a propeller
Condition The lever which controls fuel flow to an engine.

Lever
Beta Range The region where the propeller blade angle is between the
fine pitch stop and the maximum reverse pitch setting.
ITT Gauge Inter-Turbine Temperature Gauge - indicates temperature im-

mediately upstream of the free turbine vanes.
Propeller RPM Indicates propeller speed in rpm.
Engine Torque- Indicates shaft output torque in lb-ft.

meter
(e) Airplane performance and Flight Planning Terminology
Climb Gradient The demonstrated ratio of the change in height during a por-
tion of a climb, to the horizontal distance traversed in the
same time interval.

Demonstrated The demonstrated crosswind velocity is the velocity of the

Crosswind crosswind component for which adequate control of the air-
Velocity plane during takeoff and landing was actually demonstrated
during certification tests.
Accelerate-STOP The distance required to accelerate an airplane to a specific

Distance speed and, assuming failure of an engine at the instant of 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.
(f) Weight and Balance Terminology
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a run out test has been completed in ac-
cordance with governmental regulations.
Standard Empty Weight of a standard airplane including unusable fuel, full

Weight operating fluids and full oil.
Basic Empty Standard empty weight plus operational equipment.

Weight
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight, or ramp weight if appli-

cable, and basic empty weight.

INSTRUMENT PANELS
Panel views ............................................................................................................. 23
Panel navigation by clickspots ............................................................................... 27
Instrument Panels - Overview ............................................................................... 29
Primary instruments - Pilot panel . ........................................................................ 35
Engine Instruments ................................................................................................ 39
Secondary instruments - Pilot panel ..................................................................... 40
Cockpit instruments - Copilot panel ..................................................................... 42
Environmental controls - Copilot ........................................................................... 46
The Piper Cheyenne offers two ways to access the cockpit: A classic 2D cockpit
view, and a 3D virtual cockpit view. By default, Microsoft Flightsimulator X will
load the aircraft in 3D virtual cockpit view.
In classic 2D panel view, 5 different instrument panels are provided: Normal

view, approach view, landing view, IFR view, VFR view and copilot view. In addi-
tion, Microsoft Flightsimulator X provides a Mini-panel view and a view mode
where no panel is displayed. Cycling through this view is achieved using the W
(forward) and SHIFT-W (backward) keys. Please note that it is not possible to use
a joysticks coolie hat to access the panel views in 2D mode.

INSTRUMENT PANELS - Views
Normal view:

IFR view:

Approach/Landing view:

VFR view:

INSTRUMENT PANELS - Panel navigation by clickspots:
From the 2D cocpit, several sub-panels or view options may be selected by hid-
den clickspots and hotkeys. In summary, the following views and sub-panels are
available:
Normal view - Captain Normal view - Copilot
IFR view - Captain ADI/HSI zoomed - Captain
Landing view - Captain Yoke visible
VFR view - Captain Fuel selectors
Overhead-Panel Kneeboard
Center pedestal Map view
Radios Microsoft ATC window

In addition to these clickspots, panel view may also be selected by hotkeys:
SHIFT-2: Overhead panel SHIFT-6: Right radio stack

SHIFT-3: Center pedestal SHIFT-7: Configuration screen
SHIFT-4: Fuel crossfeed panel SHIFT-8: Autopilot zoom
SHIFT-5: ADI/HSI zoom SHIFT-9: VOR2 & Alt preselect
Sub-panels can be closed by clicking in the upper-right corner of the background

bitmap.
The following additional hidden clickspots are available:
ADI: Zooms the ADI and HSI

Trimble GPS glass display: opens the map view window
Area between radio stack and Glareshield: Displays the right radio stack
Registration plate: Opens the kneeboard
Fuel Flow gauges: Fuel selector window
Microphone (Copilot view): Microsoft Flight Simulator ATC window
Yoke shaft: Displays or hides the yoke
Altitude preselector: Display the NAV2 gauge

INSTRUMENT PANELS - Overview

Pilot Panel
40 39 38 15 23
41 37
6 16 24
3
11
1 17
42 25
12 7 4
18
13 9 26
2 19
8 5
14 10 27
20
28
21
34
31 35 29
22 30
32 33 32 36 43
1: Attitude Direction Indicator 15: Engine Torque 29: KM551 VOR Indicator
2: Horizontal Situation Indicator 16: ITT Gauge 30: Flap Control & Position
3: Altimeter 17: Propeller RPM 31: Pressurization Controller
4: Vertical Speed Indicator & TCAS 18: Gas Generator RPM 32: H.T.G. Switches
5: Radar Altimeter 19: Fuel Flow 33: Parking Brake
6: True Airspeed Indicator 20: Fuel Pressure 34: Yoke shaft (click toggles yoke)
7: Turn & Bank Indicator 21: Oil Pressure 35: Gear Lever & Indicators
8: KNI 582 RMI 22: Oil Temperature 36: Oxygen Control
9: OAT Indicator 23: KMA 28 Audio Panel 37: KAP 285 Mode Annunciator
10: Clock 24: KY 196A COM1/2 Radios 38: Master Caution Light
11: Cabin Pressure Test Switch 25: KN 53 NAV1/2 Radios 39: Nav/GPS Switch
12: Gyro Pressure 26: Trimble 2000 GPS 40: Annunciator Display
13: Pneumatic Pressure 27: KR 87 ADF Radio 1 41: Annunciator Test Switch
14: Inverter & Bus Tie Switches 28: KAS 297 Altitude Preselector 42: SAS system (Cheyenne II only)
43: Propeller Synchronizer

Overhead-Panel (Cheyenne I, IA and II)
1 6 7 8 2
28
3 4 5
9 10 11 12 13 16 17 18 19
14 15
29 29
20 21 22 23 24 25 26 25 24 23 22 21 20
27 27
1: Left gyro controls 15: Battery Master Switch connect external power from the
2: Right gyro controls 16: Windshield Heat Switches external/auxiliary power unit (APU)
3: Left Generator Ammeter 17: Pitot Heat Switches 29: Starter Disengage Buttons
4: Voltmeter 18: Surface Deice Switch (Cheyenne IA only)
5: Right Generator Ammeter 19: Tail Floodlights Switch
6: Seat Belts Switch 20: Fire Extinguishers
7: Dome Light 21: Deicing System Switches
8: No Smoking Switch 22: Oil Cooler Door Switches
9: Exit Lights Switch 23: Fuel Pump Switches
10: Wing Lights Switch 24: Ignition Switches
11: Landing Lights Switch 25: Engine Starters and Generators
12: Taxi Lights Switch 26: Panel Light Switches
13: Anti-Collision Lights Switch 27: Map Light Switches
14: Position Lights Switch 28: ELT Switch. Connect or dis-

Overhead-Panel (Cheyenne IIXL)
1 6 7 8 2
29
3 4 5
9 10 11 12 13 16 17 18 19
14 15
20 21 22 23 24 25 26 27 26 25 24 23 22 21 20
28 28
1: Left gyro controls 15: Battery Master Switch 29: ELT Switch. Connect or dis-
2: Right gyro controls 16: Windshield Heat Switches connect external power from the
3: Left Generator Ammeter 17: Pitot Heat Switches external/auxiliary power unit (APU)
4: Voltmeter 18: Surface Deice Switch
5: Right Generator Ammeter 19: Tail Floodlights Switch
6: Seat Belts Switch 20: Fire Extinguishers
7: Dome Light 21: Deicing System Switches
8: No Smoking Switch 22: Oil Cooler Door Switches
9: Exit Lights Switch 23: Bleed Air Switches
10: Wing Lights Switch 24: Fuel Pump Switches
11: Landing Lights Switch 25: Ignition Switches
12: Taxi Lights Switch 26: Engine Starters and Generators
13: Anti-Collision Lights Switch 27: Panel Light Switches
14: Position Lights Switch 28: Map Light Switches

Instrument Panel - Copilot
1
2
30 15 23
3 26
4 10
5 16 24 27
11
6
17 25 28
7 12
8 13
31 21 29
9 18
14 20
19 22
1: KMA 28 Audio Panel 13: Ground Clearance Switch 25: Copilot RMI
2: KY 196A COM1 Radio 14: Static Pressure Source 26: Copilot Clock
3: KY 196A COM2 Radio 15: True Airspeed Indicator 27: Copilot Altimeter
4: KN 53 NAV1 Radio 16: Turn and Bank Indicator 28: Copilot VSI
5: KN 53 NAV2 Radio 17: Fuel Totalizer 29: Fuel totalizer
6: Trimble 2000 GPS 18: Flaps Position Selector 30: Free space for own avionics
7: KR 87 ADF1 19: Windshield Wiper Control 31: Yoke shaft (click toggles yoke)
8: KAS 297 Altitude Preselector 20: Cabin Comfort Panel
9: Flap Control & Position 21: Oxygen Supply Gauge
10: Avionic control panel 22: Defroster
11: KT 76C Transponder 1 & 2 23: Copilot ADI
12: KR 87 ADF2 24: Copilot HSI

Center Pedestal
Cheyenne I/IA Cheyenne II/IIXL
1 2 3 1 2 3
4 4
5 5
6 6
7 7
1: Power Levers 1: Power Levers
2: Propeller Levers 2: Propeller Levers
3: Condition Levers 3: Condition Levers
4: KC 290/291 Autopilot and Yaw Mode Controller (IIXL only: Low Idle and High Idle positions)
5: Elevator Trim Wheel 4: KMC 340 Autopilot and Yaw Mode Controller
6: Rudder Trim Wheel 5: Elevator Trim Wheel
7: Aileron Trim Wheel 6: Rudder Trim Wheel
7: Aileron Trim Wheel

Yoke, and Fuel crossfeed windows
3 4 Control yokes
5 6 Two different models of yokes are installed in the Piper Ch-
1 eyenne. The Cheyenne IA and IIXL are equipped with variant (1),
while the Cheyenne I and II use variant (2).
3: Elevator trim up/down

4: Autopilot disconnect
3 4 6
5: Toggle Microsoft ATC window
6: Flight director pitch synch button
5 Synchronizes the flight director with the current pitch. This
2 switch is normally used before the autopilot is engaged, to
synchronize the autopilot pitch mode with the aircrafts actual
pitch attitude.
Fuel crossfeed window

1
This sub-panel is located between the pilot seats and contains the
fire wall shut-off valves for both engines, and a fuel crossfeed
selector. The fire wall shut-off valves are mechanical valves which
4 3 5 will cut off fuel flow from the respective tank to the engine. The
fuel crossfeed valve opens a connection between the left and the
2 right wing tank, should feeding fuel from one tank to the other
become necessary.
To crossfeed fuel from one tank to the other engine, close the
4 3 5 fire wall shut-off valve for the inoperative engine, and open the
crossfeed valve.
1: Fuel crossfeed panel, Cheyenne I, IA and II

2: Fuel crossfeed panel, Cheyenne IIXL
3: Fuel crossfeed selector
4: Left fire wall shut-off valve
5: Right fire wall shut-off valve

Primary Instruments - Pilot panel
KCI 310 Attitude Direction Indicator (ADI)

6 5
1: Attitude Indicator
2: Flight Director
1 3: Glidepath Indicator
4: Localizer signal indicator
3 2 5: Decision Height Indicator
6: RNAV Indicator: Illuminated when GPS is selected as the NAV
source. Requires a flight plan to be active in the Trimble GPS.
7: ADI test, and light test button (with the KFC300 autopilot only)
4 8: Slip/Skid Indicator
7 8
KPI 553A Horizontal Situation Indicator (HSI)

7 9 10
1: Course Deviation Indicator CDI
3 2: Glidepath Indicator
3: Heading pointer
4: NAV1/ADF1 pointer
1 11 5: OBS Selector Knob
2 4 6: Heading Selector Knob
7: NAV2/ADF Selector Switch
8: NAV/ADF Flag
9: DME Readout. DME source (DME1 / hold / DME2) depends on
the position of the DME selector knob on the avionics panel
8 10: Groundspeed and Time-to-Distance readout for DME1 / hold
5 6 / DME2 (see (9) ). Below 1000ft AGL, the readout changes to
radio altitude
11: To/From Indicator
Altimeter
1 1: Altitude readout, numeric
2: Pressure in millibars (QNH)
3: Altimeter pressure in Inches
4: Barometric pressure setting knob
2 3 Hint: The B key in Microsoft Flight Simulator sets the altime-
ter to local pressure, or standard pressure, depending on the
aircrafts altitude. The transistion altitude is defined as 18.000ft
4 worldwide.

Vertical Speed Indicator (analogue)

1: Indicates climb or descend rate in ft/min x 100
Vertical Speed Indicator & TCAS Display

1: Indicates climb or descend rate in ft/min x 100
2: Above/Level/Below selector. switches display of TCAS targets
between the areas above the aircraft (up to 9.999ft above and
2500ft below - ABV), at aircrafts level (2.500ft above and
below LVL) and below the aircraft (up to 2500ft above and
1 9.999ft below - BLW). Only modes ABV and BLW are indica-
ted on the display.
3: TCAS range selector. Switches between 6nm and 12nm TCAS-
Range.
2 3 For a detailed reference about TCAS modes and operation, refer

to section TCAS (page 85).
Radar Altimeter
3 1: Indicates altitude above ground up to 2.000ft, in ft x 100
5 2: Decision Height Selector
3: Decision Height warning indicator
4: Test button
1 5: Failure Warning Flag - Warns for unreliable indication. This
flag is displayed when avionics power is not available.
4 2

Airspeed Indicator (ASI)

1: Indicated Airspeed Indicator
2: Blue line: Best rate of climb speed - single engine
3: Red Marker: Air minimum control speed
4: Green arc: Normal operating range
5: White arc: Flaps extend range
1
4 3
5 2
Pneumatic Turn & Slip Indicator

1: Turn indicator pointer
2: Slip indicator ball
1 The turn and slip indicator is actually two instruments in one. The
turn portion is a pointer (1), attached to an air-driven gyro, which
indicates the airplanes turning rate in degrees per second. An
indicated standard rate turn should show a turning rate of 3 per
second on the directional gyro.
The slip portion indicates gravitational and centrifugal forces ac-
2 ting on the airplane. The slip indicator is a simple inclinometer
comprised of a ball contained in a sealed, liquid filled glass tube
(2). In a skip or slip, the rate of turn is too fast or too slow for the
angle of bank and will be indicated by the ball (2) moving from
the center to the outside or inside of the turn.
RMI-30 Radio Magnetic Indicator

5 1: VOR1 / ADF1 indicator needle
2: VOR2 / ADF2 indicator needle
2 3: VOR1 / ADF1 selector switch
4: VOR2 / ADF2 selector switch
5: HDG Warning Flag: Indicates a failure of the gyro compass.
This usually results from the inverter not powering the gyro.
1 Course and heading information are supplied to the RMI by the
gyro compasses. Inverter power is needed to operate the gyros
(for proper operation check inverter and bus tie switches).
3 4

SAS - Stability Augmentation System

(Cheyenne II only)
1: Stall Margin Indicator
A stability augmentation system (SAS) is incorporated in the ele-

1 vator control system to improve the static longitudinal stability
of the airplane. Major components of the SAS include an angle-
of-attack sensor vane, a computer, servo actuator, and an eleva-
tor down spring and cable assembly. The angle-of-attack sensor
vane, located on the right side of the nose section, transmits the
airplanes angle-of-attack to the SAS computer.
Based on the input from the angle-of-attack sensor vane, the

computer sends a signal to the servo actuator, located in the aft
fuselage of the airplane, which is connected to the elevator con-
trol horn through the elevator down spring and cable assembly.
The servo actuator provides variable elevator down spring ten-
sion improving the logitudinal stability to allow more versatile
loading.
Also incorporated in the SAS is a stall margin indicator (1), which

receives its signal from the SAS computer. The indicator provi-
des visual input to the pilot of the ratio of present speed to stall
speed for any airplane configuration. The indicator dial is marked
with five color-coded zones: red (stall), red and black barber pole
(stall warning), yellow (slow), white (30% above stall) and green
(speed greater than 30% above stall).
An additional function of the SAS computer is to provide aural

warning to the pilot, through a stall warning horn, of an impen-
ding stall condition.

Engine instruments
Engine Instruments:
1: Engine Torque (digital readout on Cheyenne IIXL only)

1 Indicates the engine torque, calibrated in foot-pounds x 100.
2: Engine ITT
Indicates the interstage turbine temperature, calibrated in
degrees centigrade x 100, measured by probes between the
compressor turbine and power turbine
3: Propeller RPM
2 Indicates propeller speed (Np), calibrated in RPM x 100. The
rotational speed of the power turbine is lowered through
the reduction gearbox which drives the propeller. With
an indicated propeller speed of 2200 RPM, power turbine
speed (Np) is around 33.000 RPM (all values for Cheyenne II,
others may vary).
3 4:

Compressor Turbine RPM
Indicates compressor turbine speed (Ng), calibrated in per-
cent. With a 100% indication, compressor turbine speed is
37.500 RPM. At the maximum indication of 101.5%, com-
pressor turbine speed is 38.100 RPM (all values for Cheyenne
II, others may vary)
4 5:

Fuel flow (lbs. per hour)
Indicates the rate of fuel flow to the engine calibrated in
hundreds of pounds per hour
6: Fuel pressure (PSI)
Indicates fuel boost pump pressure to the engine calibrated
in PSI.
7: Oil pressure (PSI)
5 Indicates engine oil pressure, calibrated in PSI, transmitted
from the output of the oil pressure pump prior to the oil
entring the engine lubrication channels.
8: Oil temperature
Indicates engine oil temperature, calibrated in degrees cen-
tigrade, transmitted from the output of the oil pressure
6 pump prior to the oil entring the engine lubrication chan-
nels.

Secondary instruments - Pilot panel
OAT Indicator
Shows the outside air temperature. Gauge is scaled in both Celsi-
us C and Fahrenheit F.
Astrotech LC2 Clock & Timer

The Astrotech LC2 works as both a clock and a timer. Per default
it is configured for 24hrs display.
1 1: Display (4 digits)
2: SET - RST Button
3: Mode-Button
4: ST/SP - DT/AV Button
2 4 The Mode-Button (3) switches between the modes Clock and

Timer. Timer mode is indicated by a flag above the letters Ti-
3 mer.
In Timer mode the display (1) starts with minutes and seconds,
switching to hours and minutes when the first hour is complete.
Pushing the ST/SP button (4) stops and continues the timer func-
tion. Pushing RST (2) after ST/SP (4) resets the Timer to 0.
When operating in clock mode, the current date is displayed by

pushing the DT/AV button (4).
Gyro & Pneumatic Pressure

These gauges indicate the pressure in the pneumatic and gyro
systems. Both systems are pressurized by bleed air from the en-
gines. Under normal conditions, pneumatic pressure should be
18psi, gyro pressure should range between 4.2 und 6.2 inHg.

Inverter & Bus Tie Switches

1: Inverter 1/OFF/2 Selector
2: GYRO/INV Bus Tie Switch
1 Inverters convert 28V DC power from the generators to 115/26
VAC 400Hz AC power. The GYRO/INV Bus Tie Switch (2) selects
either the left or right Main Bus as the power source for DC po-
wer. The Inverter 1/OFF/2 Selector (1) selects either Inverter 1 or
2 as active.
2
Left/Right HTG Test Switches

These two center-locking switches (1 and 2) are used to test the
hydraulic topping governors prior to flight. When operating pro-
perly, with the propeller lever fully forward and Np set at 1625
1 2 RPM (IIXL: 1450RPM), holding the appropriate switch in the up-
per H.T.G. RESET position will result in a 85 RPM reduction in
Np. Returning the switch to the center position will return the Np
to 1625 RPM (IXL: 1450 RPM).
Oxygen Control Knob

The oxygen control knob controls the cable-operated manual
shutoff valve. When pulled out, oxygen is supplied to the cockpit
and cabin outlets. A 22 or 48 cubic foot oxygen supply bottle is
installed aft of the baggage compartment. The oxygen system is
designed to provide emergency oxygen for the crew and passen-
gers for flight at altitudes above 10.000 feet.
Garret or Dukes Pressurization Controller

See section PRESSURIZATION (page 82) for a detailed description
of the cabin pressurization system and the operation of the Gar-
ret or Dukes Pressurization Controller.

Cockpit Instruments - Copilot panel
Attitude Direction Indicator

1: Caging knob
2 2: Instrument INOP flag
3: Attitude bars adjustment knob
The caging knob (1) locks the horizon in a centered position to

prevent damage to the gyroscope in case of severe turbulences.
3 1
KI 525A Horizontal Situation Indicator (HSI)

3 4 1: OBS control knob
2: heading control knob
7 7 3: NAV warning flag
4: HDG warning flag
5 6 5: CDI - course deviation indicator needle
6: Heading bug
7: Glideslope Indicator
1 2
RMI-30 Radio Magnetic Indicator

5 1: VOR1 / ADF1 indicator needle
2: VOR2 / ADF2 indicator needle
3: VOR1 / ADF1 selector
2 4: VOR2 / ADF2 selector
5: HDG Warning Flag: Indicates a failure of the gyro compass.
This usually results from the inverter not powering the gyro.
1 Course and heading information are supplied to the RMI by the
gyro compasses. Inverter power is needed to operate the gyros
(for proper operation check inverter and bus tie switches).
3 4

Astrotech LC2 Clock & Timer

The Astrotech LC2 works as both a clock and a timer. Per default
it is configured for 24hrs display.
1 1:
2:
Display (4 digits)
SET - RST Button
3: Mode-Button
4: ST/SP - DT/AV Button
2 4 The Mode-Button (3) switches between the modes Clock and

Timer. Timer mode is indicated by a flag above the letters Ti-
3 mer.
In Timer mode the display (1) starts with minutes and seconds,
switching to hours and minutes when the first hour is complete.
Pushing the ST/SP button (4) stops and continues the timer func-
tion. Pushing RST (2) after ST/SP (4) resets the Timer to 0.
When operating in clock mode, the current date is displayed by

pushing the DT/AV button (4).
Altimeter
1: Altitude indicator needle
2: Pressure in millibars (QNH)
3: Altimeter pressure in Inches
4: Barometric pressure setting knob
2 3
1 Hint: The B key in Microsoft Flight Simulator sets the altime-
ter to local pressure, or standard pressure, depending on the
aircrafts altitude. The transistion altitude is defined as 18.000ft
worldwide.
Vertical Speed Indicator (analogue)

1: VS needle, indicates climb/descend rate in feet/min x 100.

Airspeed Indicator (ASI)

1: Indicated Airspeed Indicator
2: Red line: Air minimum control speed
3: Blue line: Best rate of climb speed - single engine
4: Green arc: Normal operating range
5: White arc: Flaps extend range
1
2
5
4 3
Pneumatic Turn & Slip Indicator

1: Turn indicator pointer
2: Slip indicator ball
1 The turn and slip indicator is actually two instruments in one. The
turn portion is a pointer (1), attached to an air-driven gyro, which
indicates the airplanes turning rate in degrees per second. An
indicated standard rate turn should show a turning rate of 3 per
second on the directional gyro.
The slip portion indicates gravitational and centrifugal forces ac-
ting on the airplane. The slip indicator is a simple inclinometer
2 comprised of a ball contained in a sealed, liquid filled glass tube
(2). In a skip or slip, the rate of turn is too fast or too slow for the
angle of bank and will be indicated by the ball (2) moving from
the center to the outside or inside of the turn.
Fuel Quantity Gauge
1: Left fuel tank indicator

2: Right fuel tank indicator
Scale in lbs x 100.
1 2

Flaps Position Indicator & Test Switch

1: Flaps position indicator needle
1 2: Test switch
3 3: Flaps position lever.
Flaps can be set to the following positions: 0, 15, 40.
2 In the real aircraft, flaps are infinitely variable between 0 and

40. Unfortunately, this cannot be simulated in MIcrosoft Flight
Simulator, and as this feature is not used under normal circum-
stances, it isnt simulated in this package.
Ground Clearance Switch

Provides power to the audio panel, COM1 and NAV1 receivers
when pushed. Allows to receive ATIS and an IFR clearance wi-
thout the need to power up the aircraft completely. Avionics
Master Switch and Battery Switch need to be set to OFF for the
Ground Clearance Switch to function correctly. Ground clearance
mode is deactivated automatically when battery master or exter-
nal power are activated.
Static Pressure Source Switch

Abnormal readings of instruments supplied with static air could
indicate a restriction in the outside static air ports. An alternate
source is provided to supply static air to the pilots instruments
from inside the nose section.
Selecting the ALTERNATE SOURCE position of the static pressure

selector valve, disconnects the pilots instruments from their nor-
mal source and connects them to the alternate source.

Environmental Controls - Copilot

Environmental Controls - Cheyenne I, IA and II
11 8 9
3 6
2 4 5 7
1 10
1: Windshield Wiper control knob 7: Dehumider Control switch
2: Heater Fuel Flow control switch 8: Oxygen Supply Pressure gauge
3: Environmental Control MODE switch 9: Fuel totalizer
4: Environmental Control MASTER switch 10: Defroster
5: Cabin Temperature control knob 11: Yoke clickspot
6: Manual Mode switch
The cabin comfort control panel contains all the controls needed to operate the
heating, cooling and dehumidification system. The MASTER switch (4) controls
the heater, air conditioner and cabin recirculating air blower. The MODE switch
(3) is normally used in the AUTO position, and the operator only needs to select
the proper temperature level with the knob marked TEMP (5). The MODE switch
(3) MANUAL position is for standby use in case of a malfunction of the automatic
mode only. When the MODE switch (3) is in MANUAL position, the heater may be
turned on or off as desired. For manual operation, the MANUAL switch (6) should
be placed in heater HTR position, and the heater turned on or off by use of the
HEATER FUEL (2) switch.
The DEHUMIDER switch (7) provides means to decrease humidity when the MODE
switch (3) is in the automatic position. The HEATER FUEL toggle switch (2) controls the
flow of fuel to the heater fuel pump. It must be turned on for heater operation.

The air conditioning system can be operated either independently or in con-

junction with the heater, depending upon the mode selected on the cabin com-
fort control panel. During normal operation, when the MODE switch (3) is in
the AUTO position, a thermostat, adjustable by the TEMP knob (5), signals an
electronic controller which turns on the air conditioner until the cabin reaches
the selected temperature. When the MODE switch (3) is in MANUAL position,
the air conditioner may be turned on or off, as desired, by use of the MANU-
AL switch (6). The air conditioner is on when the MANUAL switch (6) is in the
A/C position, and off when the switch is in the heater HTR position. For manual
operation of the air conditioner, the HEATER FUEL switch (2) must be off.
Environmental Controls - Copilot

Environmental Control System (ECS) - Cheyenne IIXL
1 11 10
7
2 5
4 8 9
3 6
1: ECS Bypass switch 7: Windshield Wiper selector
2: ECS Mode switch 8: Cabin Air Control lever
3: ECS Hi/Low Bleed selector 9: Windshield Defog switch
4: Cabin Temperature Rheostat selector knob 10: Fuel totalizer
5: Manual Temperature control switch 11: Yoke clickspot
6: Cabin Fan switch
The environmental control system (ECS) in the Cheyenne IIXL is an electronic con-
trol system for automatic temperature control with provision for manual electri-
cal control to offset failures. A ram-air ventilation system is provided for unpres-

surized flight or if failures occur in the air-conditioning system. Normal air source
during pressurized flight is provided by engine bleed air through a bleed-air
shutoff valve and bleed-air ducts from each engine.
Bleed air to the ECS is controlled by a pressure regulator/shutoff valve. This valve
can be selected for high and low airflow via the ECS SELECT Switch (3). The ECS
SELECT Switch (3) must be in the LO position for engine starting, takoff and lan-
ding. The HI position may be used on the ground to provide maximum heating
or cooling. When in HI Position, an annunciator light labeled HI BLEED ON will
illuminate.
A pressure regulator shutoff valve bypass is installed. This valve supplies a mini-
mum of bleed-air flow to a jet pump which induces air from the raim-air inlet
to mix and supplement bleed-air flow and continues to sustain pressurization.
The ECS bypass valve has a manual and automatic control circuit, controlled by
the ECS REG BYPASS Switch (1). The up position (ON) of the switch will open the
bypass valve and close the pressure regulator/shutoff valve. These two functions
will also occur automatically if either propeller control lever is moved to the fea-
ther position. When the ECS bypass is ON, an annunciator light labeled ECS REG
BYPASS will illuminate. The pressure regulator/shutoff valve will automatically
close if
1. ECS overpressure or
2. ECS overtemperature exceeds the values set by a pressure switch or the
thermal switch sensing temperature
The primary function of the ECS bypass is to reduce engine bleed-air require-
ments to a minimum during engine-out operation. The system should, however,
be manually selected if either an ECS overpressure or overtemperature occurs.
The temperature control system consists of a temperature controller, a mode

switch (2) labeled AUTO and MAN, a temperature selector rheostat knob labeled
COOL and WARM (4), and a MAN TEMP CONT Switch (5) labeled HEAT and COOL.
The MAN TEMP CONT switch (5) is spring-loaded to the center position. When
the mode switch (2) is at AUTO, the temperature controller is armed, and input
from the temperature sensors in the cabin and the temperature selector rheostat
knob is processed to adjust the mixture of hot air with the super cooled air to

produce the selected temperature.

To achieve manual control, the mode switch (2) is moved to MAN. The tempera-
ture selector rheostat knob is now deactivated, and the MAN TEMP CONT Switch
(5) is armed. Holding this switch to the HEAT or centered position applies electri-
cal power directly to the selected side of the hot air bypass valve motor, and the
valve will open or close accordingly.
Two cabin blowers are located in recirculation fan boxes on the left and right
sides of the cabin forward the of the wing door. The blowers are controlled by a
three-position switch labeled CABIN FAN (6). The switch positions are labeled HI,
OFF and LO.
During unpressurized flight, a ram-air ventilation system is available through a

duct extending from the ECS heat exchanger ram-air inlet. A valve in the dis-
tribution box is controlled by a two-postion CABIN AIR lever labled PRESS and
OUTSIDE. This lever must be in the PRESS position for pressurized flight. During
unpressurized flight, the lever is moved to the OUTSIDE position to open the val-
ve door in the distribution box and permit air from the ram-air inlet to enter the
distribution system.

AUTOMATED FLIGHT
Cheyenne I & IA - Bendix-King KFC250 Autopilot & Flight Director
10
2 3 4 8
1 11
9
5 6 7
12
KC290 Mode Controller:

1: FD/AP Vertical Trim (Pitch Attitude/Altitude) 2: Heading mode (HDG)
3: Flight Director (FD) 4: Altitude hold mode (ALT)
5: NAV mode (NAV) (VOR/GPS) 6: Reverse Locator (Backcourse) mode (BC)
7: Approach mode (APPR) (ILS/VOR) 8: Autopilot (AP)
9: Autopilot Test Button 10: Go-Around mode Clickspot

KC291 Yaw Mode Controller:
11: Yaw Damper Engage/Disengage 12: Annunciator Light
The KFC250 Flight Director/Autopilot is a complete 3-axis integrated system with

large, 4-inch electric (or 3-inch vacuum/electric) Flight Command and Horizontal
Situation Indicators. An all solid-state Flight Computer provides computed Flight
Director commands along with complete 3-axis Autopilot control. The system pro-
vides all standard operating modes plus altitude preselect capability. This chapter
describes the different autopilot modes of operation.

Basic Attitude Reference Mode

Activated with power on (AP) but with no modes selected. The Flight Com-
mand indicator (Flight director bars in the ADI) and horizontal situation indicator
(HSI) will display existing attitude and heading. The Command V-bar is retracted
out of view until a Flight Director/Autopilot mode has been selected.
Flight Director (FD)

Command V-bar will call for wings level. The pitch attitude of the aircraft will
remain the same as at the time of mode selection.
Heading (HDG)
Select desired heading on HSI, then select the HDG mode and the system will
command the necessary bank to turn to and maintain the selected heading.
NAV (VOR/GPS)
Set desired course on HSI and select NAV mode. The systems all-angle NAV Course
Capture feature gives the pilot complete freedom to select any intercept angle
in response to ATC vectors, using HDG mode. The NAV mode will be armed,
and at the capture point HDG will automatically disconnect and the system will
couple and command the necessary bank to capture and track a selected VOR
or GPS course without overshooting (Note: Overshoot protection is not possible
in Microsoft Flight Simulator).
Approach (APPR) (ILS or VOR)

Set the inbound front approach course on the HSI and select Approach mode.
The systems all-angle Approach Course Capture feature allows the pilot to select
any intercept angle in response to ATC vectors, as in the NAV mode. The Ap-
proach mode will be armed, and at the appropriate capture point the system
will couple and command the necessary bank to capture and track LOC and
Glideslope beams for precision approaches, or bank command to capture and
track VOR courses for nonprecision approaches.
Back Course (BC)

With back course selected in approach mode, the system when capturing will
command the bank necessary to capture and track a reverse LOC course. Glideslo-
pe is locked out. The inbound front approach course is always set on the HSI to

enable you to make course corrections toward the needle rather than away from
the needle on the HSI.
Go Around (GA)
Push the Go Around button (hidden clickspot on the autopilot panel: click the
screw in the upper left corner) and the system will command wings level and
nose up to a preset missed approach climb attitude.
Altitude Hold (ALT)

Pitch command to maintain engaged altitude.
Vertical Trim
Provides capability to adjust or slew the Altitude up or down without disenga-
ging and then reengaging ALT Hold. If Altitude Hold is not engaged, the Vertical
Trim knob will adjust the pitch attitude up or down.
Altitude Preselect (via KAS 297 Altitude Preselector)

Permits preselection of a desired altitude and automatic capture upon reaching
that altitude.
Autopilot (AP)
Control surfaces respond to all selected Flight Director mode commands in both
pitch and roll axis plus automatic pitch trim. A full time yaw damper is in opera-
tion any time the Autopilot is engaged.
Yaw Damp Engage

System senses motion around the yaw axis and automatically moves the rudder
to oppose yaw.
PITCH ATTITUDE SELECTOR KNOB OPERATION
Depending on the selected autopilot mode, clicking the UP/DN positions of the
PITCH ATTITUDE SELECTOR KNOB produces the following results:
Pitch mode: +/- 0.5 pitch per click

No mode: Trim adjust +/- 1 per click. Equals pressing the 1 or 7 keys on
the numeric keypad.

2 3 4 5
KAP285 ANNUNCIATOR PANEL
1: Autopilot Mode Annunciators 2: Inner Marker (Airway) Annunciator

3: Outer Marker Annunciator 4: Middle Marker Annunciator
5: Trim Fault Warning Annunciator

The KAP285 Annunciator Panel provides the pilot with continuous information
on system operating status. It shows modes in operation, as well as modes ar-
med prior to capture. It also displays Marker Beacon lights and a trim system
warning flag. Clicking on the annunicator opens a zoomed autopilot window.
KFC250 Autopilot Operation Modes

There are twelve (12) modes of operation that are provided by the KFC 250 sy-
stem to offer the pilot Flight Director/Autopilot commands in response to his
selection of desired modes on the Mode Controller.
Most of these modes are activated by pushbutton switches on the Mode Control-
ler. These pushbuttons operate with alternate action. The first depression of the
pushbutton activates a mode; the second depression cancels it, if it has not alrea-
dy been automatically inactivated. Annunciation of the mode selected appears
on the annunciator panel.
Any operating mode not compatible with a newly selected mode will be automa-
tically cancelled in favor of the pilots latest selection. This lets the pilot advance
along his flight sequence without the inconvenience of having to manually can-

cel modes. For example, if in NAV CPLD mode, selection of Heading will automa-
tically cancel NAV.
THE BASIC MODE OF SYSTEM OPERATION

The system will be in the Basic Attitude Reference or Gyro mode with engi-
nes running and aircraft power on, but no modes selected (Annunciator Panel
blank). This provides indication of aircraft heading on the Horizontal Situation
Indicator, and roll and pitch attitude on the Flight Command indicator. The FCI
Command V-bar is biased out of view.
FLIGHT DIRECTOR Mode (FD)

The Flight Director mode is activated by depressing the FD button on the Mode
Controller. The FCI Command V-bar will appear and provide the pilot with stee-
ring commands to maintain wings level and the pitch attitude that existed at the
time of Flight Director engagement.
If pitch or roll attitude are changed, recycling the FD button will synchronize the
Command V-bar to the new situation.
If a change only in the commanded pitch attitude is desired, the Control Wheel
Steering (CWS) button installed on the pilots control wheel allows the pilot to
synchronize the Command V-bar (in the FD mode with Autopilot disengaged)
without removing his hand from the control wheel.
The Flight Director can also be activated by direct selection of any specific mode,
which will activate the Command V-bar. Such selection will will cause the annun-
ciation of both the FD and the appropriate mode.
The Vertical Trim switch on the Mode Controller may also be used to adjust the
selected pitch attitude up or down at approx. 1 degree/second.
Special note: The FD mode must be activated before the Autopilot can be engaged.
AUTOPILOT Engagement
The AUTOPILOT is engaged by moving the AP toggle switch on the Mode Con-
troller to the ON position. Note that the AP and the YAW DAMP (YD) switches
are wired so that the YAW DAMP mode is automatically engaged with the AP
switch. The Autopilot, together with the Yaw Damper, provides three-axis sta-
bilization, automatic turn coordination and automatic elevator trim as well as
automatic response to all selected Flight Director commands.

CAUTION: When the autopilot is engaged, manual application of a force to the

pitch axis of the control wheel for a period of 3 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 au-
topilot is disengaged under these conditions, the pilot maybe 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 while he manually retrims the
aircraft.
CAUTION: Prior to Autopilot engagement, the pilot should make sure the V-bar
commands are satisfied. This will prevent any rapid changes in the aircrafts flight
path when the Autopilot is engaged.
HEADING SELECT/PRESELECT Mode (HDG SEL)

Select a desired heading by positioning the heading bug on the HSI. This is
done with the HDG knob on the HSI. Depress the HDG button on the Mode Con-
troller to activate the HDG SEL mode. HDG SEL will light on the Annunciator
Panel and a computed, visually displayed bank command is shown on the FCI.
Following this bank command, the aircraft will bank and roll out on the desired
preselected heading.
The Command V-bar on the FCI will deflect in the direction of the shortest turn
to satisfy the commanded turn to the preselected heading. The aircraft may be
manually banked to realign the V-bar and satisfy the command or, if the Autopi-
lot is engaged, the aircraft will automatically bank, turn to, roll out and hold the
preselected heading. As the aircraft approaches the selected heading the V-bar
will command a rollout to wings level.
With the HDG SEL mode in operation, subsequent changes made in the heading
bug position on the HSI will immediately cause the V-bar on the FCI to call for
a turn to the new heading. The HDG SEL mode is cancelled when NAV or APPR
coupling occurs, or whenever the FD or HDG mode buttons are depressed.
CAUTION: An invalid heading source (compass flag in view) will automatically

disengage the autopilot. The autopilot may then be re-engaged, however, only
the vertical modes will be useable.

YAW DAMP Mode

The KC291 Yaw Mode Controller is installed beside the KC290 Mode Controller
and the yaw axis is wired so that it automatically engages when the Autopilot is
engaged. Disengagement of the Yaw Damper is accomplished by using the alter-
nate action switch (pushbutton) on the KC291. The Yaw Damper may be engaged
alone with or without any Flight Director mode. It usually provides a more stable
aircraft whether control surfaces are operated manually or by the Autopilot. The
Yaw Damper engage status is annunciated on the KC291 Yaw Mode Controller.
NAVIGATION (NAV ARM and NAV CPLD) Mode

The NAV mode provides visual bank commands on the Flight Command Indicator
and deviation guidance on the HSI to intercept and track a VOR course or an GPS
course.
Operation of the NAV mode requires the pilot to:
1. Tune the frequency of the selected VOR (or VORTAC) station.

2. Set the HSI course pointer on the desired course.
3. Establish angle of intercept by setting the heading bug and activate
HDG mode.
4. Depress the NAV button on the Mode Controller
When the NAV button on the Mode Controller is depressed, NAV ARM will
be lighted on the Annunciator Panel and the automatic capture circuit is armed.
Heading select, if operating, is retained until capture occurs.
The VOR course-capture point is variable to prevent overshoot and depends on
angle of intercept and the rate the course deviation is changing. Upon capture, a
bank command will be displayed on the FCI; the HDG, if on, will be cancelled and
NAV CPLD will be lighted on the Annunciator Panel.
The pilot can manually bank the aircraft to satisfy the command display which
will call for a rollout to level flight when on course centerline to track the course.
Crosswind compensation is provided in the track state.
If the NAV mode is selected with the aircraft level within 4 of bank and within
three dots of course deviation, NAV ARM will be bypassed and NAV CPLD will
engage directly.

If the Autopilot is engaged, the aircraft will bank to satisfy the command display
and rollout on course automatically.
Upon station (or waypoint) passage, an outbound course other than the inbound
reciprocal can be selected by resetting the NAV course arrow on the HSI. This
will cause an immediate V-bar deflection on the FCI directing a turn to the new
course.
The NAV mode is cancelled by depressing the NAV button, or selecting HDG (when
in NAV coupled) or APPR modes, or pushing FD to OFF.
CAUTION: The NAV mode of operation will continue to provide airplane control
without a valid VOR/LOC signal (NAV flag in view).
SPECIAL NOTE: When an ILS frequency in range is tuned into the NAV1 radio, a possible
selected VOR GPS mode is cancelled, and the autopilot reverts to NAV mode (i.e. the auto-
pilot follows the localizer signal only!).
APPROACH (APPR ARM, APPR CPLD and GS CPLD) Mode

The APPR mode provides visual roll and pitch commands on the FCI V-bar to cap-
ture and track precision ILS (LOC and Glideslope) beams, or non-precision VOR
radials. Lateral and vertical deviation can be monitored on the HSI.
Operation of the APPR mode requires the pilot to
1. Set the NAV receiver frequency

2. Set the HSI course pointer to the inbound runway heading or the front course
in case of ILS precision approach. Do this even on back course approach
3. Set the HDG SELbug on the HSI to the desired intercept angle and activate
HDG mode
4. Depress the APPR button on the mode controller
The automatic APPR capture function will be immediately armed APPR ARM
will be lighted on the Mode Annunciator Panel.
In APPR ARM mode, prior to capture, the heading select mode is retained in order
to allow the pilot to adjust heading to Approach Control vectoring instructions.
The LOC beam or VOR capture point will vary, depending on angle of inter-
cept and rate of change of deviation indication. Upon capture, a bank command
will be introduced on the FCI, the existing heading mode will be cancelled and
APPR/CPLD will be lighted on the Annunciator Panel.

The pilot may manually bank the aircraft to satisfy the command display, which
will command a rollout to level flight when the aircraft is on course. Automa-
tic crosswind compensation will provide precise tracking. VOR/LOC deviation is
shown on the HSI, and actual crab angle will be shown by offset of the course
arrow from the lubber line.
Throughout APPR mode operation, LOC and Glideslope deviation or VOR devia-
tion are displayed in the HSI. If the Autopilot is engaged during operation in the
APPR mode, automatic steering response will follow the command display on the
FCI.
The Glideslope mode is armed for automatic capture if LOC front course capture
has occurred. Automatic Glideslope capture occurs as the aircraft passes through
the glide path from above or below.
Upon interception of the Glideslope, capture occurs and GS CPLD is lighted
on the Annunciator Panel. A smooth capture pitch command is displayed by the
Command V-bar. The pilot (or Autopilot) controls the aircraft to satisfy the Com-
mand V-bar.
Upon GS capture, the ALT HOLD mode (if active) is cancelled. However, ALT HOLD
may be manually reselected to maintain altitude upon reaching MDA if visual
contact is not established.
During VOR or RNAV approaches, Glideslope capture will not occur because the
NAV receiver is channeled to a VOR station, not an ILS, and this locks out the Gli-
deslope function.
APPR CPLD mode is cancelled by selection of HDG, NAV, or Go-Around modes, or
pushing FD or APPR to Off.
CAUTION: The APPR mode of operation will continue to provide airplane control
without a valid VOR/LOC signal (NAV flag in view).
NOTE: Overshoot protection is not possible in Microsoft Flight Simulator)
BACK COURSE (BACK CRS) Mode

Whenever a LOC or ILS frequency is selected, the BC mode may be activated by
depressing the BC button on the Mode Controller, after selecting APPR. When in
BC mode and Localizer capture occurs. the system will turn and track outbound
on the front course or inbound on the back course. The BC mode reverses the LOC
deviation signal and course datum to permit the FCI steering command display
to operate on a fly-to rather than a fly-from basis on the reverse course. BACK
CRS is lighted on the Annunciator Panel.

Operation on BC is identical to front course operation including setting the HSI

Course Pointer to the front course heading, except that automatic Glideslope
capture is locked out by the switching circuitry. Localizer deviation on HSI will
have the proper sensing if the front inbound Localizer course was set on the
HSI.
SPECIAL NOTE: Back course mode is only available after selecting APPR mode.
GO-AROUND Mode
The Go-Around mode is primarily designed to assist the pilot in establishing the
proper pitch attitude under missed approach conditions. The Go-Around switch
is located on the autopilot panel in the upper left corner in form of a hidden click
spot.
Activating the Go-Around mode during an approach cancels all Flight Director
modes and disengages the Autopilot, if it is engaged. A wings-level and pitch-up
command is displayed by the FCI and GO AROUND is lighted on the Annuncia-
tor Panel. The magnitude of the pitch-up command is adjustable to match Flight
Manual criteria for each aircraft model.
The Go-Around mode may also be used on takeoff for climb-out attitude guidance.
When used for takeoff, the Go-Around mode may be followed with HDG for con-
tinuous heading control during departure. NAV and APPR modes may also be
armed for automatic capture and guidance during the departure sequence.
Go-Around may be cancelled by use of Vertical Trim, Altitude Hold mode, Control
Wheel Steering mode or by turning off the Flight Director.
ALTITUDE SELECT (ALT ARM) Mode

This mode allows the pilot to select an altitude and, upon approaching that selec-
ted altitude, obtain an automatic visual pitch command on the FCI to capture and
hold the preselected altitude. To operate in this mode the pilot must:
1. Set the desired altitude into the selected altitude window of the KAS 297
Altitude Selector.
2. Establish a climb or descent as appropriate.
3. Depress the ARM button on the Altitude Selector. This may be done at any
time during the climb or descent before the selected altitude has been at-
tained. ALT ARM will light on the Annunciator Panel and on the Altitude
Selector.

4. The Altitude ALERT annunciator in the KAS 297 will illuminate and a two
second aural tone will sound 1,000 ft. prior to reaching selected altitude and
will cancel at 300 ft. prior. An aural tone will sound upon reaching altitude.
As the aircraft approaches the selected altitude, an adaptive pitch rate com-
mand will automatically guide the pilot through it at a low rate. As the aircraft
reaches the selected altitude, ALT HOLD will automatically engage, ALT HOLD
will light on the Annunciator Panel and ALT ARM will disappear. The command
bars on the FCI will call for level flight at the selected altitude. If autopilot is en-
gaged, the system will perform the required maneuvers.
ALT ARM is disengaged by depressing the ALT ARM button, by engaging ALT
HOLD, by GS capture, or selecting FLT DIR to OFF.
ALTITUDE HOLD (ALT HOLD) Mode

This mode will cause a computed visual pitch command on the FCI command bars
to hold the aircraft at the pressure altitude existing at the time it was activated.
The mode is activated either automatically by the ALT ARM function, or manually
by depressing the ALT button on the Mode Controller. If the autopilot is enga-
ged, it will automatically hold the aircraft at that altitude.
The Vertical Trim switch may be used to adjust the selected altitude up or down
at a constant rate of approximately 600 fpm without disengaging the mode. This
enables the pilot to conveniently adjust the aircraft altitude to match resetting
of the altimeter, or to make short descent segments during a nonprecision ap-
proach.
The ALT HOLD mode is cancelled by automatic Glideslope capture or selection of
ALT ARM, or GO-AROUND modes, or selection of FLT DIR to OFF.

Automated flight
Cheyenne II & IIXL - Bendix-King KFC300 Autopilot & Flight Director
8
2 5 8
11
1 3 11 9
6 10
4 7
11 11
KMC340 Mode Controller:
1: FD/AP Vertical Trim (Pitch Attitude/Altitude) and Heading Select Knob
2: Heading select (HDG) 3: Approach (APPR) (ILS/VOR)
4: Navigate (NAV) (VOR/GPS) 5: Altitude hold (ALT)
6: Speed profile (SPD PRF) 7: IAS hold (IAS)
8: Go-around mode click spot 9: Flight Director (FD)
10: Autopilot master switch (AP) 10: Yaw Damper Engage/Disengage
11: Autopilot failure warning lights
The KFC300 Flight Director/Autopilot is a complete 3-axis integrated system with

large, 4-inch electric (or 3-inch vacuum/electric) Flight Command and Horizontal
Situation Indicators. An all solid-state Flight Computer provides computed Flight
Director commands along with complete 3-axis Autopilot control. The system
provides all standard operating modes plus altitude preselect capability. In addi-
tion to the KFC250s modes, the KFC300 also provides two modes to hold a cer-
tain airspeed via pitch correction.
This chapter describes only the differences to the KFC250 Autopilot & Flight Di-
rector, mentioned previously. For complete Autopilot reference, refer to Chapter
AUTOMATED FLIGHT (page 50).

KAP315 ANNUNCIATOR PANEL
1: Autopilot Mode Annunciators
The KAP315 Annunciator Panel provides the pilot with continuous information
on system operating status. It shows modes in operation, as well as modes ar-
med prior to capture. Clicking on the annunciator panel opens a zoomed auto-
pilot window.
Additional KFC300 Autopilot Operation Modes

IAS Hold mode (IAS)
The IAS HOLD mode is selected by depressing the IAS button (7) on the KMC 340
Mode Controller. IAS HOLD will be lighted on the KAP 315 Mode Annunciator
Panel and the pitch command bars will be activated on the FCI to call pitch ma-
neuvers necessary to maintain a constant indicated airspeed. The reference air-
speed will be the indicated airspeed at the time of IAS HOLD engagement, and is
independent of power setting.
If the autopilot is engaged, airspeed will be automatically maintained, while ver-
tical speed is adjusted, and loss or gain of altitude will depend on power set-
ting.
The reference airspeed may be adjusted at a rate of two knots per second by use
of the Vertical Trim Knob on the KMC 340 Mode Controller.

The IAS HOLD mode is cancelled by selection of GO-AROUND, ALT HOLD, SPD
PRF, Glideslope capture or FLT DIR off.
SPEED PROFILE (SPD PRF) mode

The speed profile mode is used primarily in climb or descend. The pilot engages
SPEED PROFILE at the speed appropriate to his altitude at the time of engage-
ment. Or he adjusts to the appropriate speed for his altitude with the vertical
trim switch after engagement. The reference airspeed may be adjusted at a rate
of two knots per second by use of the Vertical Trim switch on the Mode Control-
ler.
Engagement will cause SPD PRF to be lighted on the Annunciator Panel and
activate the command bars on the FCI to call for pitch maneuvers necessary to
maintain the airspeed appropriate for the current altitude. If the autopilot is en-
gaged, the airspeed will be automatically adjusted by 1.3 KIAS per 1000 feet in
climb or descent.
PITCH ATTITUDE SELECTOR KNOB OPERATION
Depending on the selected autopilot mode, clicking the UP/DN position of the
PITCH ATTITUDE SELECTOR KNOB (1) produces the following results:
Pitch mode: +/- 0.5 pitch per click

IAS mode: +/- 1kt per click
SPD PRF mode: +/- 1kt per click
No mode: Trim adjust +/- 1. Equals pressing the 1 or 7 keys
on the numeric keypad

BENDIX-KING AVIONICS SUITE (RADIOS)
The Piper Cheyenne is equipped with a complete avionics suite, the Silver Crown
Plus series by Bendix-King. This suite is composed of the KMA 28 Audio Panel,
two KY 196A VHF communication receivers, two KY 53 navigations receivers, two
KR 87 ADF receivers, and two KT 76C mode C transponders.
1 2 3 4
1: DME Selector 2: AP-FD-Avionics Master Switch

3: Active Transponder Selector 4: Copilot HSI Nav Source Selector
The Avionics Master Switch (2) controls the avionics bus and supplies COM1/2,
NAV1/2, ADF1/2, Transponder 1/2, the autopilot, the RMIs and the marker bea-
con and glideslope indicators with power.
The DME selector (1) controls the DME readout on the pilots HSI. It can be set to
receive the DME signal from either NAV1 or NAV2 sources, and it also contains a
DME hold function. For DME hold, first tune the desired NAV radio to the DME
signal you want to receive and hold. Next, select the respective NAV radio via the
DME selector (1), then switch the DME selector (1) to the HOLD position. You may
now tune a different station on the respective NAV radio, while the original DME
signal is still displayed. Note that there is no indication about which frequency
is used for the DME readout. To cancel DME hold, switch the DME selector (1) to
either NAV1 or NAV2 position.
The active Transponder Selector Switch (3) toggles the status of the two KT 76C
transponders. The selected transponder is made the active one, while the other
one is automatically switched to standby mode.
The Copilot HSI Nav Source Selector Switch (4) selects either NAV1 or NAV2 as the
data source for the Copilots HSI.

Marker Beacon Marker Beacon Sensitivity & Receive Audio Selectors

Indicator Lamps COM1/2 Selector
Test/Mute Select
COM 1 COM 1/2

O M I HI
LO
T/M
Com 1 Nav 1 MKR ADF DME COM 2 COM 2/1
COM 3 TEL
ISO Com 2 Nav 2 ICS AUX SPR

V ALL
O CREW
PUSH
L
OFF/EMG 1 KMA 28 TSO Transmit Swap
Mounting Screw Speaker Switch Swap Indicator

Photocell
Intercom Volume Intercom Mode Select Crew ICS/Music 1 Mute Transmit Indicator
(Squawkbox 3 only)
KMA 28 Audio Panel Operation
Intercom Volume
Works as the power switch for the KMA 28 audio panel. Volume selection is not
modeled.
Receive Audio Selectors

Routes the output from the selected receivers to the speakers. In this release,
COM1, COM2, NAV1,NAV2, MKR, ADF and DME are modelled.
When using Squawkbox 3 or any Squawkbox 3-compatible pilot client for online
flying, COM1 or COM2 are flashing when other stations are transmitting on the
selected radio channel.
Speaker Switch
Works in conjunctions with the standard or ANR sounds set. To receive ident si-
gnals with the standard sound set, SPR needs to be active. When the ANR sound
set is used, ident signals are always received.
Transmit indicator
Flashes when transmitting on COM1 or COM2 via voice. This function is only ac-
tive when using Squawkbox 3, or any Squawkbox 3 - compatible pilot client soft-
ware for online flying. For further information about Squawkbox 3, visit http://
www.squawkbox.ca .

Photocell for USE window STBY window shows

automatic dim- shows active fre- stored or newly-
ming quency entered standby fre-
quencies
8.33K
T indicates mike Frequency transfer Channel ON/OFF switch Frequency selec-

button is flip-flop button button tor knobs
depressed for
transmission
KY 196A COM1/COM2 Communications Radio Operation
Power up
When you turn the ON/OFF/Volume knob clockwise to the ON position, your
unit will display the frequencies last used in the USE and STBY (standby)
windows.
NOTE: As with all avionics, the KY 196A should be turned on only after engine
startup. This simple precaution will help protect the solid-state circuitry and ex-
tend the operating life of your equipment.
Transmitting
During COMM transmissions, a T will appear between the USE and STBY
windows to indicate the keying of the microphone.
KY 196A Frequency Mode (Normal Operation)

1. Select a new frequency in the STBY window, using the frequency selection
knobs. The larger knob controls changes in increments of 1MHz. The smaller
knob controls changes in increments of 50kHz when pushed in, and 25kHz when
pulled out.
At the outside limits of the band, the display will wrap around to the other
end of the band, going from 136MHz to 118MHz.

2. Press the transfer button to activate the new frequency. The newly entered
frequency in the STBY window flipflops with the frequency in the USE win-
dow. This new frequency is now available for use.
Program Mode
The Program Mode is used to program frequencies for use in the Channel
Mode.
1. Depress the channel (CHAN) button for more than two seconds, until the chan-
nel number (to the right of the standby frequency) begins flashing. The most
recently used active frequency will remain displayed in the USE window.
2. Turning either frequency selection knob will change the channel.
3. Once youve selected the desired channel number, you may program a new
frequency by pressing the transfer button. This will cause the frequency in the
STBY window to flash. The tuning knobs are now used to enter desired fre-
quency.
4. To program additional channels, push the transfer button again to make the
channel number flash, and repeat step three above.
5. If you wish to program fewer than nine channels while skipping certain chan-
nel numbers, rotate the MHZ frequency knob left or right beyond 136MHz or
118MHz. Dashes (---) will appear in the STBY window, indicating that the chan-
nel will be skipped when the system is operating in the Channel Mode.
6. To exit the Program Mode, momentarily press the channel button. The unit
will also automatically exit the Program Mode if no programming occurs within
approximately 20 seconds.
Channel Mode
The Channel Mode is used to recall preset frequencies stored in memory.
1. To enter the Channel Mode momentarily, push the channel button while in the
Frequency Mode. The active frequency remains displayed in the USE window,
and the last used channel number and its associated frequency are displayed in
the CHAN and STBY windows.

If no channels have been programmed, channel 1 automatically disappears and

dashes are displayed in the STBY window.
2. Turn either frequency selection knob to change the channel number and the
channels corresponding frequency in the STBY window.
3. If there is no activity for five seconds, the radio will exit the Channel Mode
and return to the Frequency Mode, with the channel frequency remaining in the
STBY window.
4. You can also return to the Frequency Mode by either:

a. Pressing the channel button before the five-second delay, in which case the
radio recalls the USE and STBY frequencies prior to entering the Channel
Mode, or
b. Pressing the transfer button, so that the channel frequency becomes the active
frequency and the last USE frequency becomes the new STBY frequency.
NOTE: If the optional remote channel increment switch is installed, each acti-
vation of the switch will put the unit in the Channel Mode and advance the
channel number from the previous channel used.
NOTE: If the optional remote channel increment switch is installed, each activati-
on of the switch will put the unit in the Channel Mode and advance the channel
number from the previous channel used.
Direct Tune Mode

The Direct Tune Mode is entered by pressing and holding the transfer button for
longer than two seconds. The STBY frequency will disappear and the frequen-
cy in the active window can be changed with the frequency selection knobs.
Momentarily pushing the transfer button will return the unit to the Frequency
Mode (normal operation). The STBY frequency displayed prior to entering the
Direct Tune Mode will return unchanged.

Active Standby
Frequency Frequency
Frequency
Selector
Knobs
Photocell
for Automatic
Dimming Frequency Transfer Power
Button Switch
KY 53 TSOd Navigation Receiver Operation
Power Switch
This knob controls ON/OFF function for the KY53. Volume selection and IDENT
function are not modeled.
Frequency Selection
By rotating the concentric frequency selector knobs either clockwise or counter-
clockwise, the desired operating frequency can be dialed into the standby dis-
play window. A clockwise rotation will increase the displayed frequency number,
while a counterclockwise rotation will decrease it. The larger selector knob is
used to change the MHz portion of the frequency display; the smaller knob chan-
ges the kHz portion in 50 kHz steps. At either band edge of the 108.00 to 117.95
MHz frequency spectrum, an off-scale rotation will wrap the display around to
the other frequency band-edge (i.e., 117.95 advances to 108.95 with MHz knob
rotation, or 117.00 with kHz knob rotation). DME and optional internal glideslo-
pe channeling are also controlled by these selector knobs.
NAV Frequency Operation

The desired operating frequency is first entered into the standby display. To acti-
vate, push the transfer button. This will interchange the frequencies in the use
and standby displays and tune the receiver to the new operating frequency.

SPECIAL NOTE: As soon as the NAV1 radio is tuned to a valid ILS frequency, the VOR/GPS
switch changes to VOR and the autopilot to NAV ARM mode. If a valid ILS frequency is in
range, the autopilot will follow its localizer beam. Valid ILS frequencies are between 108.10
and 111.95 and the decimal part starts with an odd digit: 108.10, 108.15, 108.30, 108.35,
108.50, ..., 108.95, 109.10, 109.15, ..., 111.95.

STANDBY STANDBY Frequency, Flight timer and

ANT/ADF IN USE BFO Frequency FLIGHT TIME or Elapsed timer
Mode Annunciation Frequency Annunciation Annunciation ELAPSED TIME mode annunciation
Frequency
323 2 31 Select
Knobs
Select ANT mode

(out position) Select Frequency Select FLIGHT Set and Reset ON/OFF
Select ADF mode BFO Transfer TIMER or ELAPSED TIMER Control Switch
(in position) Button Button ELAPSED TIMER
KR 87 ADF Receiver Operation
Power-on
Rotate the ON/OFF/VOL knob clockwise from the detented OFF position. The
unit will be activated and will be ready to operate.
Frequency Selection
The active frequency (to which the ADF is tuned) is displayed in the left side of
the window at all times. A standby frequency is displayed in the right side when
FRQ is annunciated. The standby frequency is placed in blind memory when
either FLT (Flight Time) or ET (Elapsed Time) mode is selected.
With FRQ annunciated, the standby frequency is selected using the frequency
select knobs which may be rotated either clockwise or counterclockwise. Pull the
small inner knob out to tune 1s. Push the smaller inner knob in to tune 10s. The
outer knob tunes the 100s and the 1000s up to 1799.
The standby frequency selected may then be put into the active window by pres-
sing the FRQ button. The standby and active frequencies will be exchanged
(flip-flopped), the new frequency will become active, and the former active fre-
quency will go into standby.
Operating Modes
Antenna (ANT) mode is selected and annunciated when the ADF button is
in the out position. ANT provides improved audio reception from the station

tuned and is usually used for identification. The bearing pointer in the KNI 582
RMI and the HSI will be deactivated and immediately turn to the 90 relative po-
sition and remain there during ANT reception. ANT mode is not modeled in this
release.
The ADF mode is selected and annunciated when the ADF button is in the de-
pressed position. ADF activates the bearing pointer in the KNI 582 RMI and the
HSI, causing it to move without hesitation to point in the direction of the station
relative to the aircraft heading.
Outside of the United States some stations are unmodulated and use an inter-
rupted carrier for identification purposes. The BFO mode, activated and annun-
ciated when the BFO button is depressed, permits the carrier wave and the
associated Morse code identifier broadcast on the carrier wave to be heard.
BFO modes are not modeled in this release.
Operating the Timers

The flight timer will always be automatically reset to :00 whenever power is in-
terrupted either by the avionics master switch or the units ON/OFF switch. Ope-
ration of the flight timer is automatic. The timer is started in the moment the
aircraft takes off. It will stop at the moment the aircraft touches down during
landing. The elapsed timer may be reset back to :00 by pressing the SET/RST but-
ton. It will then start counting up again. (NOTE: pressing the SET/RST button will
reset the elapsed timer whether it is being displayed or not.). Resetting the flight
timer is possible on the ground only.
The elapsed timer also has a count-down mode. To enter the countdown mode,
the SET/RST button is depressed for about two seconds, or until the ET annun-
ciation begins to flash. It is now in the ET set mode, and a time up to 59 minu-
tes, 59 seconds may be preset into the elapsed timer with the concentric knobs.
The preset time will be displayed and remain unchanged until SET/RST is pressed
again, which will start the elapsed timer counting down from the preset time.
When the timer reaches :00 it will start to count up as the display flashes for 15
seconds and an aural alarm, if installed, is activated for about 1 second.
NOTE: The standby frequency which is in memory while flight time or elapsed
time modes are being displayed may be called back by pressing the FRQ button,
then transferred to active use by pressing the FRQ button again.

While FLT or ET is displayed the in use frequency on the left side of the window
may be changed, by using the frequency select knobs, without any effect on the
stored standby frequency or the other modes. This feature is especially useful
when searching for stations with unknown frequencies.

Altitude Reply Code Function

Window Indicator Window Selector
Knob
IDT
Button
VFR
Button
Code Entry CLR
Buttons Button
KT 76C Panel-mounted Transponder Operation
About Transponders
Your Honeywell Bendix/King transponder is a radio transmitter and receiver
which operates on radar frequencies. Receiving ground radar interrogations at
1030 MHz, it returns a coded response of pulses to groundbased radar on a fre-
quency of 1090 MHz.
As with other Mode A/Mode C transponders, the KT 76C replies with any one of
4,096 codes, which differ in the position and number of pulses transmitted. By
replying to ground transmissions, your KT 76C enables ATC computers to dis-
play aircraft identification, altitude and ground speed on Enroute, Approach or
Departure Control radar screens. When the IDENT button is pressed, your aircraft
will be positively identified to the Air Traffic Controller.
Operating the KT 76C

Before starting your aircrafts engine, make sure that the KT 76C function selec-
tor knob, or your avionics master, is turned to OFF. After engine start, turn the
function selector knob to SBY (standby). Give your transponder about 45 seconds
to become operational. Select the proper reply code by pressing the desired code
entry buttons. The reply code will be displayed in the code window. Before ta-
keoff, rotate the function selector knob to the ALT (altitude) position for Mode
C altitude reporting to ATC. If you do not have an encoding altimeter, rotate the
function switch to ON for Mode A reporting.

Altitude Display
The KT 76C displays Flight Level Altitude, marked by the letters FL and a num-
ber in hundreds of feet, on the left side of the display. For example, the reading
FL 065 corresponds to the altitude of 6,500 feet, referenced to 29.92 inches
of mercury (or 1013 hP) at sea level. Flight Level Altitude represents pressure
altitude, and should not be confused with true altitude. Please note that the
displayed altitude may not agree exactly with the aircrafts altimeter when flying
below 18,000 feet, because encoders are preset to 29.92 inches of mercury. An
encoders altitude transmission is automatically corrected for proper altimeter
setting by a ground based computer, to present the correct altitude to the con-
troller.
Ranging from -1,000 to +99,000 feet, Flight Level Altitude is displayed only when
altitude reporting is enabled. If the altitude window is blank or shows a series
of dashes (as in the case of an invalid altimeter code being reported), altitude
reporting will be disabled.
CLR Button
Code entry mistakes are corrected, one digit at a time, by pressing the CLR but-
ton and reentering the correct code. The last active code will be displayed if a
complete four-digit code has not been entered and there is no activity on any of
the code entry buttons, the VFR button, or the CLR button for four seconds.
VFR Button
Momentarily pressing the VFR button will enter a pre-programmed VFR code,
typically 1200, in the code window. Pressing and holding the VFR button for two
seconds will cause the last active code to be displayed. Depending on your home
country, it may be desired to set the default VFR code to a code other than 1200.
To change the default VFR code, edit the PA31.CFG file in the <FSX>\Digital Avia-
tion\PA31 Cheyenne\ folder using a standard text file editor.
Reply Indicator
The reply indicator blinks to indicate that the KT 76C is functioning properly and
replying to interrogations.

Squawk Ident
When you are asked to ident by ATC, press the IDT button. The reply indicator
will illuminate continuously for 18 seconds during the ident interval.
Important Codes
7700 - Emergency
7600 - Communication Failure
7500 - Hijacking
0000 - Military - DO NOT USE!
See the Aeronautical Information Manual (AIM) for detailed explanation of the-
se codes and their use.
Interaction with online flying pilot client software

The KT 76C transponders in the Piper Cheyenne are equipped with special func-
tions for online flying pilot client software adhering to the Squawkbox 3 stan-
dard. When the function selector knob is on the OFF or STBY position, the pilot
client software will transmit squawk mode STANDBY. In ON and ALT positions, the
transponder will transmit squawk mode C. The IDT button transmits the IDENT
signal.

TRIMBLE 2000 APPROACH PLUS GPS
Introduction
The Piper Cheyenne is not exactly a new aircraft. Most of them were built duri-
ng the 70s and 80s of the last century. The models in this package represent the
Piper Cheyenne as it was built from 1981 on. By that time, modern navigation sy-
stems like GPS (introduced 1995) didnt exist and navigation on general aviation
aircraft was done using common NAV radios and ADFs.
Today, the situation is different. GPS receivers are very common on general avi-
ation aircraft and so, its necessary to have such a device on the Cheyenne too.
Our choice was the Trimble 2000 Approach Plus which is one of the earlier GPS
receivers for aircraft. It doesnt come with a moving map, like modern devices do,
but it has all functions available that are necessary for navigation today:
Updatable navigation database

Terminal procedures (SIDs , STARs and Approaches)
Holdings
DME arcs (as part of terminal procedures)
Procedure turns (as part of terminal procedures)
User-defined waypoints
Flight plan storage
All these major functions are available in the simulated GPS in the Cheyenne pa-
ckage too. There are some differences though. A list of those can be found in the
chapter Simulation vs. Reality.
For a full description of all functions available in theTrimble 2000 Approach Plus
GPS, consult the separate original reference manual. This reference manual is
available free of charge here:
ftp://stcpub2:austin@24.227.190.27/Publications/2000plus/82877.PDF

User Interface
The Trimble Approach Plus is controlled by nine buttons and two concentric
knobs.
The Power Switch is located at the upper edge of the display. Use this switch to
switch the GPS on and off.
The Outer Knob is used to control the input cursor and to flip between display
pages.
The Inner Knob is used to select items
NAV
Switches the GPS to Navigation mode. This mode displays information about
the aircrafts position on its current route plus arrival times, fuel usage etc.
WPT
Switches the GPS to Waypoint Selection mode. This mode is used to select way-
points from the navigation database.
FPL
Switches to the Flight Plan mode. This mode is used to select stored or add new
flight plans.

CALC
The Calculator mode shows a variety of data calculated by the GPS. This inclu-
des atmospheric and fuel data.
AUX
The Auxilliary mode is used to import flight plans from FSX.
D
The Direct key is used to activate a flight plan or fly directly to a waypoint
ENT
The Enter key is used to confirm selections made with the concentric knobs
NRST
The Nearest key shows a list of the navigational points nearest to the aircrafts
current position.
MSG
The Message key displays the current status message from the GPS.
Keyboard Entry Mode
On the real Trimble, you can only select or enter waypoints by using the two
concentric knob. This is already hard to do, but its even worse if it must be done
with mouse clicks. To make data entry more comfortable, we added a keyboard
entry mode which is activated by the SCROLL LOCK key. This key toggles the key-
board input mode on or off. As soon as its on, KBD will appear in the upper
right corner of the GPS display.
As an alternative to the SCROLL LOCK key, you can also use a click spot on the
data card between the AUX and NRST keys.

IMPORTANT: keyboard entry mode only works in the default view of the 2D pa-
nel and in the virtual cockpit. Its not possible to use it in the IFR (down) view.
When the Trimble is in keyboard entry mode, the following control keys are
available:
Num / * -
7 8 9
+
4 5 6
1 2 3 E
n
t
e
0 . r
Outer Knob: Cursor Left, Cursor Right, Keypad 4 (left) and Keypad 6 (right)
Inner Knob: Cursor Down, Cursor Up, Keypad 2 (left) and Keypad 8 (right)
ENT
Enter Key: Return, Keypad 5 or Enter

Importing FS Flight Plans
To avoid the hassle of entering a flight plan into the Trimble, a function to im-
port a flight plan from FSX is available. This requires three simple steps:
First, go to the FSX Flight Planner (Menu Flights | Flight Planner) and create
or load the desired flight plan.
Click AUX on the Trimble. If a flight plan is loaded it displays PRESS ENT TO
IMPORT FS FLIGHT PLAN.
Click ENT to import and activate the flight plan.
The flight plan is now ready for use. To make the aircraft follow the route, you
have to set the VOR/GPS switch to GPS and activate the NAV mode on the auto-
pilot.

Note: If the VOR/GPS switch doesnt change to GPS, its likely that an ILS fre-
quency is selected on the NAV1 radio. Valid ILS frequencies are all frequencies
between 108.10 and 111.95 where the first digit after the decimal point is odd.
For example: 108.10, 108.15, 109.30, 110.10, 111.35, 111.95.
To solve this problem, just tune a non-ILS frequency like 108.20 on the NAV1 ra-
dio.
Simulation vs. Reality: Unimplemented Functions
The real Trimble is quite hard to use due to its limited display capabilities (2 lines
with 20 characters each) and overloaded user interface. To keep it easy to use, we
decided to drop a few functions which are not really useful in FS:
Waypoint selection by station name (WARBURG instead of WRB)
Deleting stored flight plans
Editing and deleting user-defined waypoints
Limitations of the Direct and Join functions
Data entry in Calculator mode (data is taken directly from FS instead)
Auxilliary mode has been replaced by a function to import FS flight plans.

PRESSURIZATION SYSTEM
1 3 1 5
2 4 2 4
Dukes Pressurization Controller (Cheyenne I & IA)

Garret Pressurization Controller (Cheyenne II & IIXL)
1: Cabin rate of climb gauge 2: Cabin altitude gauge

3: Cabin rate of change control 4: Cabin altitude controller
Defaults to 500 ft/min cabin change rate 5: Cabin pressure test/dump switch (Garret only)
May be adjusted to a minimum of 100 ft/min
or a maximum of 1000 ft/min (Garret: 2500 ft/min)
Pressurization air for the Piper Cheyenne is obtained by use of high pressure en-
gine compressor bleed air. The high pressure air is routed through an intercooler,
then into a jet pump which mixes bleed air with outside air. The decreases the
amount of high pressure air required from the engine and also lowers the tempe-
rature of the bleed air. The air then proceeds to the main pressure line under the
cabin floor and passes through the pressurized air control box assembly, which
controls the flow of air that is to be routed either to the cabin or overboard.
The cabin air control has three positions marked: PRESSURIZED AIR, RECIRCULA-
TED AIR, and OUTSIDE AIR. When the control is in the PRESSURIZED AIR position,
the air is directed through the air conditioning evaporator to the heater and

heater ducts, and through the cool air ducts along both sides of the cabin to in-
dividually controlled air outlets. When the control is in the OUTSIDE AIR position,
the air is not needed for pressurization. Air is then routed below the cabin floor
and overboard. During ground operations, to prevent fumes from other aircraft
entering the cabin, the control may be placed in the RECIRCULATED AIR position.
In this position, no outside air enters the system. Restrict continuous operation in
the recirculated air position to 15 minutes.
Before takeoff, set cabin altitude 500 feet above the field pressure altitude, using
the cabin altitude controller (4). Cabin pressurization will begin as the cabin pas-
ses through the altitude selected. Cabin altitude will remain at the selected alti-
tude until maximum cabin differential (5.5 PSI) is reached, at which time the cabin
altitude will begin to climb, until at 29.000 feet (IIXL only: 31.000 feet) pressure
altitude the cabin pressure altitude will be 10.000 feet (Garret: 11.100 feet). For
flights below an airplane altitude of 13.000 feet (Garret: 12.000 feet), the cabin
altitude control (4) should be left at the takeoff setting. For flights above 13.000
feet (Garret: 12.000 feet) (at which point maximum differential will be exceeded)
set the cabin altitude controller (4) to the cruise altitude +500 feet and adjust the
cabin rate of climb (1) as desired. It is recommended that this setting be made
during climb out after the controller has captured isobaric control.
To descend for landing be certain that the selected cabin altitude is higher than
the pressure altitude of the landing field. Shortly after descent is initiated, set
the cabin altitude controller (4) to 500 feet above the pressure altitude of the
landing field and adjust the rate control (3) high enough to allow the cabin to
descend to the landing setting before the aircraft descends to that altitude. For
normal descent, the rate knob (3) should be at the twelve oclock position. A hig-
her setting should be selected for rapid descent, so that the aircraft altitude does
not catch up with the cabin altitude.
To the immediate left of the cabin altitude selector and rate of change controls
are instruments to simplify setting the system and to monitor system operation.
The cabin altitude instrument (2) indicates the cabin altitude in feet, and the
cabin rate of change gauge (1) indicates the rate at which cabin altitude is chan-
ging in feet per minute. A differential pressure gauge, which is incorporated in
the face of the cabin altitude instrument (2), indicates the differential pressure
between the cabin and the outside atmosphere.

NOTE
A residual pressure of approximately .25 PSI will show on the

differential pressure gauge at any time pressurization is select-
ed and the aircraft is operating lower than the cabin altitude
selected.
Do not land when aircraft is pressurized above .3 PSI
A warning light on the annunciator display warns the pilot should the cabin alti-
tude go above 10.500 feet (Garret: 11.500 feet to 12.000 feet) or should the cabin
differential pressure go above 5.7 psi. Cabin pressure is automatically regulated
to a maximum of 5.5 psi. Should the automatic regulator malfunction, a system
of safety devices releases pressure.

TCAS (with digital VSI only)
TCAS in digital VSI - symbol explanation:

5 6
1: Vertical speed needle
2: TCAS display centre (own aircraft symbol)
7 8 3: 2nm radius circle
1 4: RA: Vertical rate to be avoided (red)
2 9 5: RA: Required vertical rate (green)
6: Display range
3 7: Target symbol
4 8: Vertical trend arrow (up or down)
9: Relative altitude (ft x 100)
Own Aircraft. Airplane

Symbol in White or Cyan.
Non Intruding Traffic

Altitude Unknown
Open Diamond in White or Cyan.
Proximity Traffic, 200 Feet

Below and Descending.
Solid Diamond in White or Cyan.
Traffic Advisory (Intruder).

700 Feet above and level.
Solid Amber Circle.
Resolution Advisory
(Threat). 100 Feet Below
and Climbing. Solid Red
Square.

NOTE
For the TCAS to operate your active transponder needs to be in

mode ON or ALT.
The digital VSI gauge contains a full-fledged implementation of TCAS II version

7.0 (aka change 7.0 aka MOPS 7.0) logic, as specified by RTCA document DO-185A
plus its amendments approved by SC-147A. Literally all features of the logic are
implemented with the exception of TCAS/TCAS resolution advisory (RA) negotia-
tion and Mode S ground stations.
Traffic Display Symbology
Both color and shape are used to assist the pilot in interpreting the displayed
information.
The own aircraft is depicted as either a white or cyan arrowhead or airplane-like
symbol. The location of the own aircraft symbol on the display is dependent on
the display implementation. Other aircraft are depicted using geometric symbols,
depending on their threat status, as follows:
An unfilled diamond, shown in either cyan or white, but not the same color as
the own aircraft symbol, is used to depict non-threat traffic.
A filled diamond, shown in either cyan or white, but not the same color as the
own aircraft symbol, is used to depict Proximate Traffic. Proximate Traffic is non-
threat traffic that is within 6 nmi and 1200 ft from own aircraft.
A filled amber or yellow circle is used to display intruders that have caused a TA
to be issued.
A filled red square is used to display intruders that have caused an RA to be
issued.
Each symbol is displayed on the screen according to its relative position to own
aircraft. To aid the pilot in determining the range to a displayed aircraft, the
traffic display provides range markings at one-half the selected scale and at the
full scale. The selected display range is also shown on the display. The range mar-
kings and range annunciation are displayed in the same color as the own aircraft
symbol.

Vertical speed information and altitude information are also provided for all dis-
played traffic that are reporting altitude. Relative altitude is displayed in hundreds
of feet above the symbol if the intruder is above own aircraft and below the sym-
bol if the intruder is below own aircraft. When the intruder is above the own air-
craft, the relative altitude information is preceded by a + sign. When the intruder
is below the own aircraft, a - sign precedes the relative altitude information.
The altitude information is displayed in the same color as the aircraft symbol.
An arrow is displayed immediately to the right of a traffic symbol when the tar-
get aircraft is climbing or descending at more than 600 fpm. An up arrow is used
for a climbing aircraft; a down arrow is used for a descending aircraft. The arrow
is displayed in the same color as the aircraft symbol. When an aircraft causing
a TA or RA is beyond the currently selected range of the traffic display, half TA
or RA symbols will be displayed at the edge of the display at the proper relative
bearing.

Flight Tutorial
Introduction
When compared to smaller piston-engine powered airplanes, flying a fast

turboprop aircraft like the Piper Cheyenne can be quite a challenge. Besides the
faster speed, the aircraft requires precise flying techniques and some understanding
about the aircrafts systems and avionics. This tutorial is intended to introduce
you to the Piper Cheyenne by giving some hints about how to fly this plane. To
work through this tutorial we recommend that you have read the manual and
are generally familiar with the aircrafts panel, systems and characteristics.
Flight controls and control feedback
Besides the aerodynamic programming by the developer, the feeling of flying

in MS Flight Simulator highly depends on the hardware the pilot uses. Slow
refresh rates (<15 fps) can affect our optical recognition, and the feeling for the
movement of a plane may be deranged. Control devices are of equal importance,
they need to be properly adjusted in order to provide a realistic feedback. For
a simple check switch to slew mode (<Y> key in MS Flight Simulator). The plane
should stay on its position, while being easily movable using your flight controls.
In case you experience troubles here, you need to calibrate your input devices. In
case you own a registered version of FSUIPC.DLL, you should also calibrate and
check your flight controls there.
Engine start-up
When entering the cold & dark aircraft, first turn ON the battery. Next, activate
the anti-collision light to signal other traffic on the airport that you will soon
start your engines. Check that the prop levers are in FULL FORWARD position
(IIXL only: FEATHERED position), and that your parking brake is SET. Next, switch
ON fuel pump number 1 or 2 on the engine to be started, set the ignition switch
to MANUAL, and set the yellow starter switch to the START position. When the
engine spools up and Ng passes 10%, move the condition lever to the FULL

FORWARD position. Wait until the engine has fully stabilized, then turn the
yellow generator switch to the GENERATOR position. Set the ignition switch to
AUTO. Repeat this procedure for the second engine. On the Cheyenne IIXL, turn
ON the bleed air switches. For detailed engine startup procedures, consult the
section NORMAL PROCEDURES in our manual (Box versions: You can find this
part of the manual in a PDF file on your CD-ROM).
Taxi to the runway
Before taxiing, make sure that all doors are closed and secured. Switch ON the
no-smoking and seatbelt signs (these signs are ON per default when the aircraft
is loaded in cold & dark state), also switch ON the taxi lights. If not done already,
move the prop levers to FULL FORWARD. As for the most propeller aircraft, the
Cheyenne requires only minimal power to start rolling. Apply some power with
the power levers, then pull them back to idle. You will notice that the plane
starts to accelerate to a quick taxi speed of around 15-20 KIAS. If your Cheyenne
accelerates too fast you may want to move the propeller levers somewhat into
BETA range to reduce the effectiveness of the propeller blades. You may use
mouse clicks, the mouse wheel or <SHIFT>-<F2> for this.
If you havent set the trim yet, now it is the time to do it. The Cheyenne has a
white mark on the trim indicator for take off under normal loads. With only a
few passengers on board you need to trim her a bit more nose up, otherwise
when trimmed on the mark, the aircraft is well prepared for the initial climb.
Set your flaps as desired (you may take off without flaps; however the use of
15 flaps is recommended for shorter runways). When arriving at the holding
position, check your flight controls again for free movement.
To prepare for automatic flight, activate the flight director (FD) and select the first
altitude using the altitude preselector. Program your GPS, if desired, and dial in
your assigned transponder code into transponder 1. Activate the environmental
systems, and set the pressurization system. If your cruise altitude is below ca.
12.000 feet, set the cabin altitude to 500 feet above field elevation. Otherwise,
set the cabin altitude controller to the final cruising altitude, and move the air
control lever to PRESSURIZED AIR.

Powerback (in emergency situations only)
If there is not sufficient space in front of the aircraft to start taxiing, you may
force the Cheyenne to move backwards with the help of the propeller. To achieve
this, move the propeller levers into reverse range. You need to be careful with
the power lever during that maneuver. You may either use the <F2> key - a few
single key presses are sufficient or the mouse wheel on the throttle panel.
If the aircraft starts rolling too fast, do not use the brakes, as this will lift the
nose into the air and the tail will hit the ground. Subsequent repair costs will be
substantial. A better idea is to move the power levers back towards idle <F3> or
use the mouse wheel. As the plane stops, step on the brakes and set the power
levers to full idle. Steering while rolling backward is possible with differential
wheel brakes, using the <F11> and <F12> keys or a rudder pedal set.
Take off
When all preflight checks are completed and you are ready for takeoff, report
ready for departure to tower. When takeoff clearance is received, switch your
transponder from SBY to ALT, turn ON the landing lights, the strobes and the
recognition lights, and enter the runway to taxi into position. Gently move the
power levers forward to about 50% of its full range, and monitor torque and
ITT to rise. Release the brake and continue to advance the power levers until
your desired power setting has been reached (consult the performance charts
for maximum takeoff power settings, Do not move the power levers all the way
forward!!!). Check the first red line on the torque gauges for an indication of
maximum power.
Depending on the weight of your aircraft, rotate between 90-100 KIAS until
10 nose-up pitch attitude has been established. At a minimum altitude of 50
feet AGL, retract the landing gear and continue to accelerate 10KIAS above the
minimum safe speed. The minimum safe airspeed is indicated by the blue line on
your airspeed indicator gauge. At 500 feet AGL, start following your assigned
departure route. If you intend to use the autopilot, first turn on the flight director,
and sync it to your current pitch attitude using the FD SYNC button on the control
yoke. If desired, turn ON the autopilot and the yaw damper. Use the vertical trim/
pitch attitude button/knob on the autopilot to establish a steady climb. Retract
the flaps at appropriate speed.

Climb
To achieve an appropriate climb configuration, reduce propeller RPM to 1900

or 2000 RPM, as desired (check the performance charts for appropriate RPM
settings). When passing the transition altitude, set your altimeter to standard
pressure (29.92 inches or 1013 hpa). Altitudes above the transition altitude are
referred to as flight levels. As the landing gear is already retracted, turn OFF
the landing lights. No-smoking and seatbelt signs may be set as desired.
When reaching higher flight levels during climb, the maximum available torque
will start to decrease. Consult the performance chart Maximum climb power
torque and the kneeboard reference section for maximum climb power settings
and recommended climb speeds. Closely monitor ITT, and start to lower the nose
to avoid a drop in speed. On the Cheyenne II and IIXL, you may want to use
autopilot modes IAS or SPD PRF to adjust your pitch attitude automatically.
When reaching the armed altitude, the plane gently acquires a lower climb rate
and will subsequently level off at the desired flight level. The autopilot switches
from ALT ARM to ALT HOLD. If you want to stay at that level, you need to adjust
the engines to the recommended cruise power settings. If this was just an interim
level-off and you intend to continue the climb, (you may have been cleared
by ATC to that interim level only), dial in the new altitude with the altitude
preselector, select ARM, and establish again a climb pitch attitude. Typical climb
rates at higher flight levels are around 1000 fpm (feet per minute).
Cruise
When cruise level is reached, apply recommended cruise power settings, as

indicated on the performance tables. For example, a typical cruise in the CheyenneI
at FL240 means 833 ft-lb torque at 2000 RPM, which will result in around 230 kts
TAS cruising speed. Some Cheyenne models also differentiate between Maximum
Cruise Power (basically the maximum speed you can achieve) and Economy Cruise
Power, which offers the best trade between flight time and range.

Descent
During descent, a 3 descent angle is desired. To calculate the correct top of

descend, use this simple formula: Difference in flight level divided by 10 and
multiplied by 3 gives you the distance needed to establish a 3 descend angle.
The descent rate is calculated by ground speed (GS) * 5.
Example: You want to descent from FL260 to FL120, and your ground speed (GS)
is 250 kts. According to our formula we need 42nm for the descent (260 120 =
140. 140 / 10 x 3 = 42nm) with a sink rate of 1250 fpm (250 x 5 = 1250fpm).
In clean air you may want to accelerate your airspeed just below the red line
indicator which depicts the maximum allowed airspeed. Reduce power settings as
needed for the descent. When descend is established, select the airfield elevation
+500 feet on the cabin altitude controller, and monitor the pressurization gauges
for the cabin altitude to drop. As torque increases during descent, reduce power
further to stay within limits. No-smoking and seatbelt signs may be set as desired.
Also, turn ON the landing lights just before entering the approach phase.
Approach
During the approach phase you may have to follow a defined arrival and approach
procedure, or just get vectors to the final by ATC. As it is likely that there is other
traffic around you, try to keep your speed high as long as practicable. Typical
airspeeds should be around 180 to 200 KIAS. Be advised that you need to reduce
speed before intercepting the ILS localizer and glideslope.
Maximum 180 KIAS to the localizer and maximum 160 KIAS to the glideslope are
typical values, unless ATC instructs you otherwise. High speeds on the GS are not
recommended, because for speed reduction you need to extend the flaps and
the landing gear. Maximum speeds are around 170-180 KIAS for 15 flaps and 150
KIAS for gear extension (check the limitation tables for precise values). As you
want to handle your plane gently, try to stay somewhat below these values.
According to above rules you may set the flaps to 15 when the glideslope becomes
alive. Appropriate torque settings are around 450 ft-lb, just above the point where
automatic ignition is turned on. At 145 KIAS extend the landing gear and raise the
TQ to 500 ft-lb. This will give you a final approach speed of125-130 KIAS.

Landing
When reaching the runway approach lights, set flaps to full (40) and increase
the propeller levers slowly to maximum RPM (Cheyenne II and IIXL only). The
speed depletes slowly, and with 500 ft-lb torque, and your airspeed at the blue
line you are fully configured for final approach. Latest at 200 ft AGL switch off
the autopilot and the yaw damper to continue the approach manually.
When passing 50 feet AGL prepare to flare. At 20-30 feet AGL set the power
levers to idle, pull the flight controls slightly to flare for touchdown. Your landing
speed should be around 90 KIAS, depending on the airplane model and weight.
To decelerate after touchdown, move the power levers into REVERSE range (use
the <F2> key or the mouse wheel on the center pedestal power levers), and apply
wheel brakes carefully. When the speed drops below 40 KIAS, set the power
levers back to IDLE and continue to apply brakes to slow down to taxi speed. As
mentioned before you may want to set to power levers to BETA Range now to
avoid high taxi speeds (especially as the plane usually taxies faster now due to
the reduced weight).
When the runway is vacated, turn OFF landing lights, strobes and recognition
lights. Turn ON taxi lights and set your transponder to SBY. Continue to taxi to your
parking position. When your parking position is reached, set the parking brake,
then perform the shutdown procedures as outlined in the manuals NORMAL
PROCEDURES section (Box versions: You can find this part of the manual in a
PDF file on your CD-ROM).
Thank you for following this tutorial, and we hope that you enjoyed the flight!

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Aircraft Operation Manual

Piper Cheyenne I, IA, II, IIXL

Add-On for Microsoft Flight Simulator X

For flight simulation use only Page 3

BENDIX-KING AVIONICS SUITE (RADIOS).............................................................. 64

TRIMBLE 2000 APPROACH PLUS GPS.................................................................... 77

TCAS (with digital VSI only)................................................................................... 85

Page 4 For flight simulation use only

For flight simulation use only Page 5

strumentation is an exact rendition of its real counterparts, based on the Silver

Page 6 For flight simulation use only

For flight simulation use only Page 7

Saving your settings

5: Cold and Dark

Page 8 For flight simulation use only

Weight and Balance

Women: 135 lbs.

Men: 170 lbs.

For flight simulation use only Page 9

Four sliders are available to individually configure different portions of the

14: Ambient sounds volume

15: Avionics sounds volume

16: Engines sounds volume

Page 10 For flight simulation use only

Microsoft Flight Simulator traditionally depends heavily upon mouse actions to

Push buttons: Left or right-click to operate these buttons on/off.

Multi-position switches: Multi-position switches have more than one position,

For flight simulation use only Page 11

Page 12 For flight simulation use only

Aircraft model operation

Front baggage door: Wings fold/unfold

Aft baggage door: Tail hook extend/retract

Desks in virtual cabin: Click on a desk to fold/unfold it

For flight simulation use only Page 13

FREQUENTLY ASKED QUESTIONS (FAQ)

VOR/GPS Switch operation:

Panel and cabin lights (virtual cabin)

Autopilot and flight director operation

Trimble GPS airports, navaids and waypoints selection

Cold & Dark state

Page 14 For flight simulation use only

For flight simulation use only Page 15

Page 16 For flight simulation use only

Abbrevations and Terminology

(a) General Airspeed Terminology

CAS Calibrated Airspeed means the indicated speed of an aircraft,

KCAS Calibrated Airspeed expressed in Knots.

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

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

KIAS Indicated Airspeed, expressed in Knots.

M Mach Speed (Mach Number) is the ratio of true airspeed to

TAS True Airspeed is the airspeed of an airplane relative to undi-

VA Maneuvering Speed is the maximum speed at which applicati-

VFE Maximum Flap Extended Speed is the highest speed permissib-

For flight simulation use only Page 17

VLE Maximum Landing Gear Extended Speedis the maximum

VLO Maximum Landing Gear Operating Speed is the maximum

VMCA Air Minimum Control Speed is the minimum flight speed at

V Maximum Operating Speed is the speed limit that may not be

VNO Maximum Structural Cruising Speed is the speed that should

VS Stall Speed or the minimum steady flight speed at which the

VSSE Intentional One Engine Inoperative Speed is the minimum

VX Best Angle of Climb Speed is the airspeed which delivers the